k MD-11 Flight Crew Operations Manual Volume II - Operating Procedures KLM - Royal Dutch Airlines Royal Dutch Airlines Revision Number: 57/58/59/60KL Revision Date: April 15, 2011 Copyright Information The right to reproduce, distribute, display, and make derivative works from this document, or any portion thereof, requires permission from KLM. For more information, contact KLM MD11 Flight Technical SPL/NJ, P.O. Box 7700, Schiphol. Email address flt.tech.md11@klm.com. MD11 FCOM OPS Revisions, Log of Pages, Bulletins, etc. 2. Operating Procedures 2.1 Introduction 2.2 Procedures and Techniques 2.3 Normal Procedures 2.4.1 General 2.4.2 Air 2.4.3 All Weather Operations 2.4.4 Autoflight 2.4.5 Config 2.4 Supplemental P Procedures d 2.4.6 Doors 2.4.7 Elec 2.4.8 ENG/APU 2.4.9 FMS 2.4.10 Fuel 2.4.11 Hyd 2.4.12 Misc 2.5 5 Emergency g y Procedures 26 2.6 Abnormal Al t Alerts 2.7 Abnormal Non--Alerts Refer to FCOM Vol 2 Emergency and Abnormal procedures 2.8 Level 1/0 2.9 Limitations 2.10 Performance Data REVISION RECORD FCOM Procedures 1. MD-11 Revision 60KL REVISION RECORD No. Revision Date 51KL 54KL 57KL 58KL 59KL 60KL Date Filed No. Revision Date 8 January, 2007 52KL 53KL 17 September, 2007 4 February, 2008 55KL 56KL 15 April, 2009 Date Filed 15 April, 2011 This revision reflects the most current information available. The KLM FCOM version will follow the revision numbers from Boeing’s FCOM. The following revision highlights explain changes in this revision. 2. GENERAL MD11 Flight Technical issues Flight Crew Operations Manual revisions to provide new or revised procedures and information. Formal revisions also incorporate appropriate information from previously issued Temporary Instructions . The revision date is the effective date of the manual. Formal revisions include a new Revision Record, Revision Highlights and a current Log of Pages. 3. FILING INSTRUCTIONS Keep applicable Temporary Revisions unless instructed to remove them by the highlights. This manual is revised by pages. To file a revision package, use the LOP to verify the correct content of the manual. Use the pages provided in the package to add or replace the corresponding pages in the manual. Removed pages are marked DEL on the LOP. There are no replacement pages for deleted pages. 4. REVISION HIGHLIGHTS Highlights and revision bars are provided for technical changes. In some sections, text may be rewritten or reformatted for clarity or other editorial purposes; these changes will have revision bars, but may not have highlights. Pages may also be republished without revision bars due to slight changes to the flow of the document generated by the publishing system. 2.1 INTRODUCTION 2.1.1 General 3. EMERGENCY/ABNORMAL PROCEDURES This chapter is moved to FCOM Volume II -- Emergency and Abnormal Procedurs. 2.2 PROCEDURES AND TECHNIQUES 2.2.TOC Updated. 15 APR 2011 Revsion Record Page 1 REVISION RECORD FCOM Procedures MD-11 Revision 60KL 2.2.1 General 2.3 EMERGENCY/ABNORMAL PROCEDURES Incorporated T/R. Delete T/R page 3A/B. 2.5 EVENTS REQUIRING MAINTENANCE INSPECTIONS Added inspection after operations on SWR Airport runways due to the roughness of the surface runway. 2.2.3 Take--Off 1. DEPARTURE BRIEFING Incorporated T/R. Delete T/R page 1A/2A. 3. TAKE--OFF PROCEDURE Incorporated T/R. Delete T/R page 1A/2A. 5. REJECTED TAKEOFF Page 5: -- Deleted text “Perform QRH if applicable”. This line--item is already covered by procedure on previous page. 2.2.5 Approach and Landing 2. ARRIVAL BRIEFING Incorporated T/R. Delete T/R page 3A/B. 8. RNP APCH / RNAV APPROACHES Incorporated T/R. Delete T/R page 9A/9B. 9. LANDING PROCEDURES Incorporated T/R. Delete T/R page 11A/11B. 13. BOUNCED LANDING RECOVERY Priority of procedure switched. When a bounced landing is encountered a consideration to initiate a go--around is highly recommended. If a go--around jeopardizes the situation, avoid rapid pitch down rates to avoid nose gear touch down first. 2.2.6 Go--Around 4. ILS PRM BREAKOUT Incorporated T/R. Delete T/R page 3A/3B. 2.2.8 Critical Flight Conditions 2. VOLCANIC ASH Procedure revised to Boeing FCOM layout and content. See for full procedure in FCOM Volume II -Emergency and Abnormal Procedures. 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures 1. CAPTAIN’S COCKPIT PREPARATION PROCEDURE Incorporated T/R. Delete T/R page 3A/3B. 2. FO’s COCPIT PREPARATION PROCEDURE Page 6: Incorporated FCOM Bulletin in procedure. 9. DESCENT PROCEDURE Note added to include information regarding thermal stabilization issues in the GE engines. This update is due to a change in the engine manufacturer’s Operating Instructions. Arrival Briefing: Incorporated T/R. Delete T/R page 3A/B. Revision Record Page 2 15 APR 2011 REVISION RECORD FCOM Procedures MD-11 Revision 60KL 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General 2.2 VALIDITY Performing of Final Check revised. Incorporated T/R about Daily Check; this check shall not exipre before completion of the flight. Delete T/R page 2A/2B. 2.4.3 All Weather Operation 1.8 LANDING Added MAX autobrake setting to procedure. 2. ENGINE AND AIRFOIL ANTI--ICE Incorporated T/R. Delete T/R page 10A/10B. 2.4.9 FMS 1. DISPATCH WITH FMS 2 INOPERATIVE Incorporated T/R. Delete T/R page 1A/1B. 2.5 EMERGENCY PROCEDURES Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal Procedures. 2.6 ABNORMAL ALERTS Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal Procedures. 2.7 ABNORMAL NON--ALERTS Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal Procedures. 2.9 LIMITATIONS 2.9.1 General 2. MAXIMUM WEIGHTS Each half year, an analysis on potential lost revenues versus reduced Navigation & Airport Charges will give a new Maximum Takeoff Weight for the MD--11. As per summer or winter schedule a new T/R will be published. 2.9.5 Flight Guidance 2. FMS PROF MODE Incorporated T/R. Delete T/R page 1A/1B. Renumbered subsequent paragraph. 8. REQUIRED NAVIGATION PERFORMANCE (RNP) OPERATIONS Incorporated T/R. Delete T/R page 4A/4B. –oOo– 15 APR 2011 Revsion Record Page 3 REVISION RECORD FCOM Procedures MD-11 Revision 60KL INTENTIONALLY LEFT BLANK Revision Record Page 4 15 APR 2011 0.0.2 FCOM Procedures MD-11 Page Date 0.0.2 T/R Volume II 1A 1B 15 APR 2011 15 APR 2011 2.9.1 1A 1B 31 OCT 2010 27 MAR 2011 FCOM Ref T/R LOG OF PAGES - VOLUME II Index sheet Volume II –oOo– 15 APR 2011 0.0.2 T/R Volume II Page 1A 0.0.2 FCOM Procedures T/R LOG OF PAGES - VOLUME II MD-11 INTENTIONALLY LEFT BLANK 0.0.2 T/R Volume II Page 1B 15 APR 2011 0.0.2 FCOM Procedures FCOM Ref MD-11 Page (Revision no. 60KL included) Date Index sheet Volume II 0.0.2 Volume II 1 2 3 4 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 2.1 TOC 1 2 15 APR 2011 15 APR 2011 2.1.1 1 2 3 4 15 APR 2011 8 JAN 2007 8 JAN 2007 8 JAN 2007 2.2 TOC 1 2 15 APR 2011 15 APR 2011 2.2.1 1 2 3 4 5 6 7 8 17 SEP 2007 4 FEB 2008 15 APR 2011 17 SEP 2007 15 APR 2009 08 JAN 2007 15 APR 2011 08 JAN 2007 2.2.2 1 2 3 4 5 6 08 JAN 2007 17 SEP 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 2.2.3 1 2 3 4 5 6 15 APR 2011 15 APR 2011 08 JAN 2007 15 APR 2009 15 APR 2011 08 JAN 2007 2.2.4 1 2 08 JAN 2007 08 JAN 2007 2.2.5 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 15 APR 2009 15 APR 2009 15 APR 2011 15 APR 2009 15 APR 2009 15 APR 2009 15 APR 2009 15 APR 2009 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 LOG OF PAGES - VOLUME II FCOM Ref Page Date 2.2.6 1 2 3 4 08 JAN 2007 17 SEP 2007 15 APR 2011 08 JAN 2007 2.2.7 1 2 3 4 15 APR 2009 15 APR 2009 15 APR 2009 15 APR 2009 2.2.8 1 2 3 4 5 6 7 8 15 APR 2011 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 2.3 TOC 1 2 17 SEP 2007 08 JAN 2007 2.3.1 1 2 3 4 15 APR 2009 17 SEP 2007 08 JAN 2007 08 JAN 2007 2.3.2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 15 APR 2009 4 FEB 2008 15 APR 2011 15 APR 2009 4 FEB 2008 15 APR 2011 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 15 APR 2011 15 APR 2009 4 FEB 2008 4 FEB 2008 15 APR 2009 4 FEB 2008 15 APR 2011 4 FEB 2008 4 FEB 2008 15 APR 2009 4 FEB 2008 4 FEB 2008 2.3.3 1 2 3 4 5 6 15 APR 2009 08 JAN 2007 08 JAN 2007 17 SEP 2007 08 JAN 2007 15 APR 2009 0.0.2 Volume II Page 1 0.0.2 FCOM Procedures MD-11 LOG OF PAGES - VOLUME II (Revision no. 60KL included) FCOM Ref Page Date 2.4. TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.1 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.1 1 2 3 4 5 6 7 8 08 JAN 2007 15 APR 2011 15 APR 2009 17 SEP 2007 08 JAN 2007 08 JAN 2007 17 SEP 2007 08 JAN 2007 2.4.2 TOC 1 2 2.4.2 Page Date 2.4.8 1 2 3 4 5 6 7 8 17 SEP 2007 08 JAN 2007 08 JAN 2007 17 SEP 2007 15 APR 2009 17 SEP 2007 08 JAN 2007 17 SEP 2007 2.4.9 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.9 1 2 15 APR 2011 15 APR 2011 08 JAN 2007 08 JAN 2007 2.4.10 TOC 1 2 4 FEB 2008 08 JAN 2007 1 2 3 4 08 JAN 2007 15 APR 2009 08 JAN 2007 08 JAN 2007 2.4.10 2.4.3 TOC 1 2 17 SEP 2007 08 JAN 2007 1 2 3 4 5 6 08 JAN 2007 08 JAN 2007 4 FEB 2008 4 FEB 2008 4 FEB 2008 4 FEB 2008 2.4.3 1 2 3 4 5 6 7 8 9 10 11 12 17 SEP 2007 17 SEP 2007 15 APR 2009 17 SEP 2007 17 SEP 2007 15 APR 2011 15 APR 2011 4 FEB 2008 17 SEP 2007 15 APR 2011 17 SEP 2007 17 SEP 2007 2.4.11 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.11 1 2 08 JAN 2007 08 JAN 2007 2.4.12 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.12 1 2 08 JAN 2007 08 JAN 2007 2.4.4 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.4 1 2 08 JAN 2007 08 JAN 2007 2.4.5 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.5 1 2 08 JAN 2007 08 JAN 2007 2.4.6 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.6 1 2 08 JAN 2007 08 JAN 2007 2.4.7 TOC 1 2 08 JAN 2007 08 JAN 2007 2.4.7 1 2 08 JAN 2007 08 JAN 2007 2.4.8 TOC 1 2 17 SEP 2007 08 JAN 2007 0.0.2 Volume II Page 2 FCOM Ref 15 APR 2011 0.0.2 FCOM Procedures MD-11 LOG OF PAGES - VOLUME II (Revision no. 60KL included) FCOM Ref Page Date 2.8 TOC 1 2 08 JAN 2007 08 JAN 2007 2.8.1 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 4 FEB 2008 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 2.8.2 1 2 08 JAN 2007 08 JAN 2007 2.9 TOC 1 2 15 APR 2009 15 APR 2011 2.9.1 1 2 3 4 4 FEB 2008 15 APR 2009 17 SEP 2007 08 JAN 2007 2.9.2 1 2 08 JAN 2007 08 JAN 2007 2.9.3 1 2 3 4 5 6 08 JAN 2007 08 JAN 2007 15 APR 2009 15 APR 2009 15 APR 2009 15 APR 2009 FCOM Ref Page Date 2.9.4 1 2 15 APR 2009 08 JAN 2007 2.9.5 1 2 3 4 5 6 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 15 APR 2011 2.9.6 1 2 15 APR 2009 08 JAN 2007 2.9.7 1 2 08 JAN 2007 08 JAN 2007 2.9.8 1 2 08 JAN 2007 08 JAN 2007 2.9.9 1 2 3 4 08 JAN 2007 08 JAN 2007 08 JAN 2007 08 JAN 2007 2.10 TOC 1 2 08 JAN 2007 08 JAN 2007 2.10.1 1 2 08 JAN 2007 17 SEP 2007 –oOo– 15 APR 2011 0.0.2 Volume II Page 3 0.0.2 FCOM Procedures MD-11 LOG OF PAGES - VOLUME II (Revision no. 60KL included) INTENTIONALLY LEFT BLANK 0.0.2 Volume II Page 4 15 APR 2011 2.1 FCOM Procedures 2.1.1 MD-11 INTRODUCTION Table of Contents INTRODUCTION 1. Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Flight Crew Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Emergency / Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 4. Warnings / Cautions / Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 5. Alerts and Consequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 6. System Controller Auto and Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . page 3 15 APR 2011 ToC Page 1 2.1 FCOM Procedures MD-11 INTRODUCTION Table of Contents INTENTIONALLY LEFT BLANK –oOo– ToC Page 2 15 APR 2011 FCOM Procedures 1. MD-11 2.1 INTRODUCTION 2.1.1 General FOREWORD The MD--11 Flight Crew Operations Manual provides descriptive information and operational procedures to be used as a guide for operation of the MD--11 aircraft. Instructions are based on the JAA/IVW--DL approved Airplane Flight Manual, the Boeing MD-11 Flight Crew Operating Manual and General Electric Operating Instructions. Comments or inquiries concerning this manual should be addressed to: KLM SPL/NJ MD--11 Flight Technical P.O. Box 7700, 1117ZL Schiphol--Oost Telephone +31 (0)20 30 42757 E--mail: flt.tech.md11@klm.com 2. FLIGHT CREW OPERATING MANUAL The Flight Crew Operating Manual consists of four volumes which contain the information required for operation of the aircraft. Volume I, Quick Reference Handbook (QRH), contains Emergency and Abnormal procedures extracted from Volume II but presented in abbreviated format for quick reference. Line items in Volumes I and II are identical. The Volume I procedures, however, are abbreviated by deleting explanatory material contained in the amplified Volume II procedures. In addition, Volume I contains a list of Level 1 alerts that must be addressed by maintenance prior to takeoff. Volume II, Operating Procedures, contains Procedures & Techniques, Normal Procedures, Supplemental Procedures, Expanded Emergency and Abnormal Procedures, Level 1 and Level 0 Alerts, Limitations, Reference Data and Performance Sections. Volume III, Systems Description, contains descriptive aircraft systems information. The volume is divided into 18 chapters listed alphabetically. Volume IV, Performance, contains performance data extracted from the original Aircraft Flight Manual. Temporary Revisions Temporary Revisions are issued for the purpose of ensuring continued safety of flight. Temporary Revisions are printed on yellow paper and are filed in the FCOM facing the procedure or topic to which they apply. They are to be retained in the FCOM until notified to remove them. FCOM Bulletins FCOM Bulletins provide information concerning technical and/or operational issues. Additionally, instructions may be provided to handle long--lasting deficiencies in the fleet or on specific aircraft until the problem has been resolved or appropriate procedures have been established. The Bulletin is required reading matter, printed on blue paper and must be filed in FCOM Volume II after the bulletins TAB until notified to remove them. 3. EMERGENCY/ABNORMAL PROCEDURES Refer to FCOM Vol 2 Emergency and Abnormal procedures. 15 APR 2011 2.1.1 Page 1 MD-11 FCOM Procedures 4. 2.1 INTRODUCTION 2.1.1 General WARNINGS/CAUTIONS/NOTES The following definitions and presentations apply to WARNINGS, CAUTIONS, and NOTES. WARNING: Operating procedures, techniques, etc., which could result in personal injury or greater consequences if not carefully followed. Warnings are printed in bold face type. CAUTION: Operating procedures, techniques, etc., which could result in damage to equipment if not carefully followed. Cautions are printed in boldface type. NOTE: Operating procedures, techniques, etc., which are considered essential to emphasize. Information contained in notes may also be safety related. The heading and text are italicized. 5. ALERTS AND CONSEQUENCES There are four basic levels of alert information. Most alerts are inhibited from throttle advance or 80 knots to 400 or 1000 feet on takeoff, and from 1000 feet to 80 knots on landing. Additionally the alert inhibit function is released after 2 minutes if the aircraft has not landed. Level 3 Alerts / Level 2 Alerts Refer to FCOM Vol 2 Emergency and Abnormal procedures. Level 1 Alerts Level 1 alerts indicate abnormal operational or aircraft system conditions which require crew awareness and may require subsequent compensatory action. However, they normally do not affect safety of flight. Level 1 alerts are amber and not enclosed in a rectangular box. They may be displayed on the EAD or only on the system synoptic display. The two MASTER CAUTION lights may illuminate simultaneously with the display of a Level 1 alert on the EAD. Other Level 1 alerts may be annunciated by a flashing reminder message in the lower right--hand corner of the EAD and illumination of a system display cue switch. Some level 1 alerts that appear on the EAD are resettable. The MASTER CAUTION lights can be reset by pushing the associated illuminated cue switch on the system display control panel, or by pushing either amber MASTER CAUTION light. A flashing reminder message can be reset by pushing the associated cue switch which will display the system synoptic display. The Level 1 alert on the EAD or the flashing reminder message will then be replaced by a steady (non--flashing) reminder message on the EAD. Level 0 Alerts Level 0 alerts indicate operational or systems status information. They are displayed on the EAD in cyan and are not enclosed in a box. Level 0 alerts do not activate the MASTER WARNING or MASTER CAUTION lights. Level 0 alerts are not resettable but will be removed from the EAD when the condition causing them no longer exists. Consequences When certain level 1 alert is displayed, electronic messages called consequences will be displayed at the bottom of the system synoptic page. These statements may include both the consequences of the malfunction and guidance toward necessary crew action. Information contained in the consequence statements includes system capability or limitations (e.g., GPWS INOPERATIVE), crew response required by the condition (e.g., MAY HAVE TO DEPART ICING AREA), a prohibition as a result of the condition (e.g., DO NOT CONNECT EXTERNAL POWER) or cause of the failure (e.g., YAW DAMP CHAN FAILED). 2.1.1 Page 2 15 APR 2011 FCOM Procedures 6. MD-11 2.1 INTRODUCTION 2.1.1 General SYSTEM CONTROLLER AUTO AND MANUAL OPERATION The aircraft systems are designed to be operated primarily in the automatic mode, each managed by a single--channel or dual--channel automatic system controller. In the case of a single--channel failure in a dual--channel controller, the controller will continue to operate normally. In the event of a total controller failure, each system will revert to a safe programmed configuration and can be manually operated by the flight crew. The associated system display synoptic and the Pilot’s overhead panel will always display the actual system configuration. When the automatic system controllers are operating in the automatic mode and an overhead panel switch is pushed, no switch action will result and the associated systems MANUAL light will flash. If manual operation of the panel switch is required, the system must be transferred to the manual mode by pushing the system switch. In the automatic system controllers of the HYDRAULIC system, AIR system and FUEL system (which are dual--channel controllers), certain transient failures can be reset by switching to the other channel of the controller. This can be accomplished by selecting the associated system to MANUAL mode, and then back to AUTO. Note any fault in the maintenance log that is cleared by this procedure. Preflight tests that are in progress will be interrupted by this procedure and must be re-accomplished either automatically or manually. 15 APR 2011 2.1.1 Page 3 FCOM Procedures MD-11 2.1 INTRODUCTION 2.1.1 General INTENTIONALLY LEFT BLANK –oOo– 2.1.1 Page 4 15 APR 2011 2.2 MD-11 FCOM Procedures 2.2.1 2.2.3 2.2.4 1. Operating Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Operating and Monitoring Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2.2 Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2.3 Emergency / Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2.4 Level 1 and Level 0 Alert Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 2.5 Auto Flight System (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5 2.6 Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 3.1 Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 3.2 Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 4. Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 5. Events Requiring Maintenance Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 GROUND OPERATION 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Towing (Pushback) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 4. Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 5. Taxi Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 TAKE-OFF 1. Departure Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Normal Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 4. Take-off without use of PROF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 5. Rejected Take--Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 CLIMB, CRUISE AND DESCENT 1. 2.2.5 Table of Contents GENERAL 3. 2.2.2 PROCEDURES & TECHNIQUES Climb, Cruise and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 APPROACH AND LANDING 1. Approach General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Arrival Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 3. Approach Initiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 4. Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 5. ILS (Category III, II, I) Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5 6. Non--Precision Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 7. Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8 8. RNP Apch / RNAV Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9 9. Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 11 10. Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13 11. Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13 12. Threshold Crossing Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13 15 APR 2011 ToC Page 1 2.2 MD-11 FCOM Procedures PROCEDURES & TECHNIQUES Table of Contents 13. Bounced Landing Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14 14. Use of Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14 15. Use of Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 15 16. Calculated Landing Distance for Abnormal Aircraft Configuration . . . . . . . . page 15 2.2.6 2.2.7 2.2.8 GO-AROUND 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Go--Around Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Wave--Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 4. ILS PRM Breakout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 ENGINE FAILURE 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Engine Failure Before V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Engine Failure After V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3.1 Engine Failure Before Passing Diversion Point . . . . . . . . . . . . . . . . . . . page 1 3.2 Engine Failure After Passing Diversion Point . . . . . . . . . . . . . . . . . . . . page 3 4. Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 5. N-1 Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 6. N-1 Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 7. N-1 During Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 CRITICAL FLIGHT CONDITIONS 1. Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Ground Proximity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 3.1 EGPWS Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 3.2 EGPWS Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 4. Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 5. TCAS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5 6. Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 7. Upset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 7.2 Bank Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 7.3 Nose High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 7.4 Nose Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 –oOo– ToC Page 2 15 APR 2011 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General OPERATING POLICY KLM Standard Operating Policy is laid down in the OM Part A, Basic Operations Manual (BOM). These general policies are not, or only partially, covered in the Flight Crew Operating Manual. Normally the captain occupies the LH seat, the first officer the RH seat. For take-off and landing the pilots must adjust their seats to obtain the eye reference position. Rudder pedals must be adjusted by both pilots to enable full rudder application without inadvertent brake application. 2. OPERATING AND MONITORING PROCEDURES 2.1 GENERAL During all phases of flight, disciplined crew co-ordination and communication will enable the crew to be permanently aware of each other’s actions, aircraft configuration, system status, aircraft position and ATC communication. All crew actions and tasks are to be monitored by each pilot. Errors in judgement or deviations from standard procedures are to be reported to the other pilot without delay. Standard warning calls are: – ’BANK’ : When the applicable maximum manoeuvring bank limit is exceeded. – ’SPEED’ : When the speed deviates more than +5/--5 kt from the correct value in case accurate speed control is essential. – ’SINK RATE’ : During approach, when the rate of descent exceeds 1000 ft/min. If the PF wants to hand over control he will clearly state ’YOUR CONTROLS’. Transfer of control shall be acknowledged by stating ’MY CONTROLS’. The PNF will repeat the PF’s commands to indicate understanding and compliance with the command. If not, he will inform the PF accordingly. Many duties may be carried out by either pilot depending on which one at the particular time is more readily available. However, system handling by the PF shall never interfere with his main task i.e. flying the aircraft. The actual status of the AFS is indicated on the FMAs. Therefore the follow-up of FCP, FMS, ATS/AP disconnect buttons and GA button actions must be carefully monitored by both pilots on their individual FMA. 2.2 NORMAL PROCEDURES For Normal Procedures refer to FCOM II -- NORMAL PROCEDURES. 2.3 EMERGENCY / ABNORMAL PROCEDURES This section amplifies the procedures to be performed in the event of emergency or abnormal conditions. Emergency and Abnormal Procedures fall into two categories: Alert procedures and Non--Alert procedures. Emergency Alert procedures are provided alphabetically in the Emergency Alert section, and are annunciated by the display of a red LEVEL 3 alert and an aural warning. Abnormal Alert procedures are listed alphabetically in the Abnormal Alert section, and are annunciated by the display of an amber Level 2 alert. All alert procedure titles use the exact wording of the EAD alert message. NOTE: On very rare occasions a parameter may “X” out and then return. In this case, the data is as valid as it was prior to the “X” being displayed and the pilots should comply with any related alerts as they would normally. 17 SEP 2007 2.2.1 Page 1 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General Emergency and Abnormal Non--Alert procedures are listed alphabetically in the applicable Non--Alert section. These procedures are not annunciated by the alerting system. All emergencies require immediate attention and corrective or subsequent action by the crew. All procedures assume the overhead circuit breaker panel, lights, and displays will be checked when appropriate to any procedure. Resetting of a tripped circuit breaker by the flight crew is not recommended. NOTE: Do not reset any tripped fuel pump or hydraulic auxiliary pump circuit breakers. CAUTION: One reset of any other tripped circuit breaker other than a fuel pump or hydraulic auxiliary pump circuit breaker may be attempted after a cooling period of approximately 2 minutes. If the circuit breaker trips again, do not attempt another reset. Indiscriminate pulling or resetting of circuit breakers for systems or components may cause unanticipated results because of systems interrelationships. For cabin systems CBs, the following applies: – Reset of a tripped CB is not allowed. – Pull--out / push--in of a cabin system CB is only allowed in concert with Technical Specialist MD--11. CBs can be clipped or marked: Clips Red Deactivated. (Two types: permanent or semi--permanent.) White Maintenance in hangar. Markers Amber To be pulled by cockpit crew according procedures (e.g. stopping of CVR). Green To be pulled by Maintenance. Most Emergency and Abnormal procedures are written considering single failures only. If more than one failure exists with a system, the EAD alert will normally display only the most serious problem. In certain cases the Emergency Alert will indicate a procedure for multiple failures. If failures occur simultaneously in more than one system, it is the Captain’s responsibility to establish the priority of actions. The flight crew is responsible to make a log book entry of all abnormal indications or events that occur. Emergency and/or abnormal system conditions can be indicated by: – EAD alerts with Master Warning/Caution. – Abnormal engine indications. Non-Alerts – Abnormal operation of lever(s)/handle(s). – Abnormal environmental conditions (e.g. smoke, smell). When the crew is confronted with a flight control or landing gear alert, abnormal control lever movement or indications, the affected control lever should be left in the last selected position and a suitable speed should be maintained for that configuration. If a procedure mentions action items for ’captain’ or ’F/O’ this refers to the basic crew complement and seating, i.e. pilot in the LH seat (captain) and pilot in the RH seat (F/O) respectively. Exceptions are the “TAKE ACTION” commands given by the captain for execution of the Evacuation and Emergency Descent procedures. 2.2.1 Page 2 4 FEB 2008 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General Crew Co--ordination Procedure – As soon as an emergency or abnormal condition is detected, the detecting crew member will announce the condition and, when applicable, reset the alerting system. S Alerts presented on the EAD are announced with the level of the alert. S During take-off after passing V1, EAD alerts shall be called out when the associated Master Warning/Caution light illuminates. S The primary method of resetting the alerting system is to push the associated cue switch on the systems display control panel (SDCP). This action will reset the Master Warning/Caution light and display the appropriate synoptic on the system display. S In the event of an engine fire warning, the red Master Warning light must be pushed or the associated fire handle must be pulled to silence the aural warning. S If conditions do not permit (i.e. short final), the Master Warning/Caution light may be reset by pushing either Master Warning/Caution light. In this case, the amber alert message will remain on the EAD, the associated cue light will remain illuminated and can be pushed to select the system display when time permits. – The PF will dedicate his attention to airplane control. – When time permits the PF commands “TAKE ACTION”. S During take--off the command “TAKE ACTION” shall in principle be given after passing 400 ft HAA when the gear has been selected UP and the flight path is under control. S The pilots perform their respective memory items and confirm completion by calling “MEMORY ITEMS COMPLETED”. The Pilot Not Flying (PNF) will accomplish the memory items with PF confirmation, if applicable. S If the applicable procedure contains no memory items the PNF calls “NO MEMORY ITEMS”. – The PF calls for the appropriate QRH procedure, when the aircraft is not in a critical stage of flight (i.e. take-off or landing). S The PNF should accomplish the appropriate QRH procedure by the ’Challenge--Do--Verify’ method. S After performing each checklist item the annunciations on the relevant panel and Systems Display (if applicable) are checked. S The PNF will announce procedural and advisory items given in the checklist. He will also read the consequences and assure verbal confirmation by the PF. S When the checklist is completed, the PNF will announce “____ CHECKLIST COMPLETE”. NOTE: – – – Irreversible actions or actions which can affect the performance and/or flight path may only be performed after consulting the other pilot. During reading of QRH procedures, in principle the PF will take over ATC communications by calling “MY R/T”. Selection of alternate input on Source Input Select Panel (SISP) when confronted by a failure is regarded as normal system handling and can be done without reference to a “TAKE ACTION” command. This does not apply to the EIS Source Selector. After performing a procedure it is recommended to check, when time available, the expanded procedure in the FCOM. 15 APR 2011 2.2.1 Page 3 FCOM Procedures 2.4 MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General LEVEL 1 AND LEVEL 0 ALERT PROCEDURES Refer to LEVEL 1/0 ALERTS chapter for a list of level 1 and 0 alerts. This section lists and describes all level 1 and 0 alerts. The level 1 alerts are listed alphabetically, along with their consequences, action/awareness code, and a description of the alert. Flight crew response to a level 1 alert may differ based on how the alert is presented. There are no written QRH procedures for level 1 alerts except for the “No Takeoff” list. If a level 1 alert appears on the ground prior to takeoff, this list should be consulted. Level 1 alerts can be displayed in the following ways: 1. Level 1 alerts displayed on EAD: Level 1 alerts that appear on the EAD with or without accompanying MASTER CAUTION lights are caused by a condition requiring crew response. The nature of the response is contained in the title of the alert, in the associated consequence statements, or is intuitive by the nature of the alert. When an alert appears on the EAD, either pilot should announce the alert condition and the PNF pushes the illuminated cue switch to reset the MASTER CAUTION lights and display the synoptic. In some instances, the alert will be removed from the EAD and be replaced by a reminder message in the lower right-hand corner of the EAD. 2. Level 1 alerts displayed on the synoptic with flashing reminder message on the EAD: Alerts that appear only on the synoptic are annunciated by a flashing reminder message in the lower right-hand corner of the EAD and illumination of the associated systems display control panel cue switch. There is no accompanying MASTER CAUTION light. These alerts indicate a condition that requires crew awareness and are usually a result of the automatic system controller performing an action in response to a fault, or system degradation not requiring a flight crew procedure. When a flashing reminder message appears on the EAD, the PNF should push the illuminated systems display cue switch when time and condition permit. This will display the synoptic and reset the flashing reminder message. 3. Level 1 alerts displayed on synoptic only, with no flashing reminder message on EAD: These alerts indicate system conditions that may be a result of a deliberate flight crew action, an abnormal switch position or an automatic system controller normal action. There are no MASTER CAUTION lights or flashing reminder messages associated with these alerts. Some of these level 1 alerts may be accompanied by a steady reminder message on the EAD. These alerts are advisory only and require no flight crew response. Level 1 alerts are accompanied by an action code which is one of the following: 2.2.1 Page 4 – NO T/O Do not take-off unless MEL relief for the related system discrepancy is documented in the aircraft maintenance log. If in flight, review consequence(s). Continue to destination considering consequence(s) and maintenance/MEL relief requirements for subsequent departures. Make an appropriate AML entry. – MAINT Contact maintenance prior to take-off for appropriate disposition. MEL procedures and limitations may apply. In flight, if not restricted by the consequence message, continue to destination Make an appropriate AML entry. – N/A (No Action) No specific flight crew action is required. These alerts generally appear to inform the crew of an automatic system controller normal action, a result of a maintenance action taken to comply with the MEL, or alerts that appear only in flight as a result of an associated problem. – SWITCH This alert is the result of flight crew inaction or a deliberate flight crew action and reflects an abnormal switch or control position. The flight crew should confirm the desired configuration. 17 SEP 2007 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General Some alerts are associated with more than one action code; i.e., one code may apply with the system in manual, while another applies with system in auto. Some level 1 alerts have associated consequences statements on the system synoptic display. These consequences are listed when they apply. The level 0 alerts are listed alphabetically, after the level 1 alerts. Since these level 0 alerts generally display system status information and are not caused by abnormal conditions, there are no action codes, consequences or procedures associated with these alerts. There are no QRH procedures associated with level 0 alerts. 2.5 AUTO FLIGHT SYSTEM (AFS) A distinction is made between: – Automatic flight: at least 1 AP in CMD and ATS ON. – Manual Flight: all other cases. When the AP is in command, the ATS should be engaged. When the aircraft is under Manual Control it is SCD to disengage the ATS. It is recommended to use the AP associated with the seat of the PF. During automatic flight in principle the PF controls the FCP or MCDU. During manual flight in principle the PNF controls the FCP or MCDU on command of the PF. It is important that the complete cockpit crew is continuously aware of the actual flight modes and selections made. This is accomplished by announcing the changed FMA indications and AFS values. FMA indications are announced by reading aloud the changed indication in spoken language. AFS mode selections are commanded by calling “SET”, followed by the mode as placarded on the AFS control panel, in spoken language. AFS value selections are commanded by calling “SET”, followed by the parameter and the value. AFS values are announced by calling the parameter, followed by the value (e.g. “HEADING TWO ONE ZERO”). The command/call “PRESET” is used if an AFS value is preselected (e.g. “PRESET HEADING TWO ONE ZERO/HEADING TWO ONE ZERO PRESET”). There are three possible causes for changed FMA indications and AFS values: 1. Automatically changed indications/values: PF announces; PNF responds with “CHECKED”. If the change of the indication/value is not noticed by the PF, it will be announced by the PNF and the PF responds. 2. Indications/values changed as a result of a selection made by the PF: Pilot flying announces and PNF responds with “CHECKED”. 3. Indications/values changed as a result of a selection made by the PNF on command of the PF: PF commands, PNF executes command and announces changed FMA indications. NOTE: – – – – – – 15 APR 2009 “’CHECKED” means ’indication checked being correct’. When calls interfere with other essential matters, they may be postponed. FMA indications of an armed flight mode are not announced when they are a consequence of the change of actual flight mode. THRUST and PITCH FMA indications in the speed window are not announced. Abnormal FMA indications shall be called out by either pilot. Before disengaging AP resp. ATS the PF announces: “AUTOPILOT OFF” resp. “AUTOTHROTTLE OFF”. 2.2.1 Page 5 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General No announcements regarding normal AFS changes are made during the following flightphases: – Take-Off (until 100 ft RA) – Landing (below 200 ft RA) – Go-around (until gear up selection). During these flightphases, FMA changes must be checked according the applicable Crew Co-ordination Procedure. NOTE: Unexpected mode changes can occur when disconnecting the AP. Do not push the AP disconnect button and the AUTO FLIGHT button at the same time, to avoid FCC interface problems. WARNING: Applying a force to the control wheel or column while the autopilot is still engaged has resulted in autopilot disconnects and subsequent abrupt aircraft manoeuvres. Pilots have over - controlled the aircraft while trying to return to stabilized level flight. The pilot should never apply force to the control wheel or column while the autopilot is engaged. If the pilot is not satisfied with the autopilot performance, or is unsure that it is operating correctly, it should be immediately disconnected by using one of the autopilot disconnect switches. If the autopilot disengages while a force is applied to the control wheel or column, there will be a rapid, commanded change in some of the control surface positions. This will result in an abrupt and unpredictable aircraft response. If an inadvertent autopilot disconnect occurs, the pilot must smoothly stabilize the aircraft attitude, releasing the flight controls, if necessary, until the aircraft motion dampens out. 2.6 FLIGHT MANAGEMENT SYSTEM (FMS) Refer to FCOM II FMS--guide. 3. MANOEUVRING 3.1 BANK Bank during turns must be limited to 30_ unless a lower maximum value for a particular procedure is specified or the PFD indicates a lower value. The bank selector should normally be set to AUTO. Flight conditions may require another setting. The maximum bank angle may otherwise only be exceeded in case of emergency. 3.2 SPEEDS Manoeuvring Speed Manoeuvring speed for configuration with Flaps less than 28 is VMIN+20. Manoeuvring speed for Flaps 28 is VMIN+5. Manoeuvring speed for landing configuration is VAPP. NOTE: VMIN (top of amber band) increases when the bank angle increases. If circumstances dictate a speed lower than VMIN+20, the speedband between VMIN+20 and VMIN+5 can be used if no turns or turbulence is expected. Overspeed Condition Apply following guidelines if an overspeed condition occurs: – Do not disconnect autopilot/autothrottle. – Apply minimum control inputs if the autopilot disconnects itself and reselect autoflight immediately. – Do not use speedbrakes. – Select lower speed. – Select idle clamp (pull altitude selector) or adjust V/S if required. 2.2.1 Page 6 8 JAN 2007 FCOM Procedures 4. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General TRIMMING The following procedure should be used during cruise to optimize aircraft performance. A correctly trimmed aircraft will reduce tripfuel. Apply procedure during stabilized flight in still air. Preparation – – Check equal fuel distribution. Check equal N1 setting. Procedure – – – – Select Heading Hold. Select ATS off. Select Autopilot off. Select both AFS OVRD OFF switches down. NOTE: A flashing MISC reminder message will be displayed on the EAD if the AFS OVRD OFF switches are in the down position for more than two minutes. The Miscellaneous page will show the level 1 alert “NO AUTOLAND”. – – – – Apply rudder trim to eliminate yaw displacement. S Hold wings level with ailerons and eliminate any heading drift with rudder trim. Apply aileron trim to eliminate any roll tendency. Select both AFS OVRD OFF switches up. Select desired Autoflight modes. Trimming After Engine Failure During Parallel Rudder Control, the AFS will supply an engine-out yaw command proportional to the difference in thrust between the wing engines. If Parallel Rudder Control is not active use rudder trim to keep the control wheel centered. 5. EVENTS REQUIRING MAINTENANCE INSPECTIONS During ground and flight operations, events may occur which require a maintenance inspection before the next flight. Chapter 05 of the Aircraft Maintenance Manual refers to such events as “Conditional Inspections”. These include, but are not limited to: – Hard landings – Severe turbulence – Lightning strikes – Bird strikes – Tail strikes – Overweight landings – Volcanic ash encounters Additional events that are not listed in this chapter may require inspection and should also be reported in the AML. Examples of such events would be operating outside Flight Crew Operations Manual limitations, an overly aggressive pitch up during a TCAS event, a terrain avoidance maneuver, stick shaker activation accompanied by buffeting or Operations at CIS airports with rough surface runways, the so--called SWR (Short Wavelength Roughness) Airport Runways. CIS airports are in the following countries: Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Russia, Tajikistan, Turkmenistan, Ukraine and Uzbekistan. Any one of these occurrences could cause structural damage. If in doubt, the best course of action for any event is to report it. –oOo– 15 APR 2011 2.2.1 Page 7 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.1 General INTENTIONALLY LEFT BLANK 2.2.1 Page 8 8 JAN 2007 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation GENERAL For Communication between cockpit crew and ground crew refer to OM Part A, BOM. 2. TOWING (PUSHBACK) PROCEDURES All towing procedures apply to both push-back and pull-out. Certain safety and operating precautions apply to all types of towing procedures and should be strictly adhered to. These precautions include the following: S Ensure IRU alignment is complete. S Verify hydraulic power is available. S Verify beacon lights are on. S Ensure all towing personnel are well clear of aircraft, pins removed, and a positive all clear signal has been received prior to any taxi operation. Engine starting during towing is permitted except if slippery apron conditions exist. In case the PF wants to delegate parking brake operation to the PNF he will clearly command this. Either pilot operates the parking brake only after a positive check (outside cues) that the aircraft has stopped. 3. ENGINE STARTING Engine starting is performed by the PF and monitored by the PNF. Normal engine start sequence is 3--1--2. If circumstances require a different start sequence, this should be co-ordinated with the ground engineer. NOTE: Aux Pump 1 will be selected off during engine start. If engine 2 is started as first engine, reselect Aux Pump 1 on to assure brake pressure during towing. 8 JAN 2007 2.2.2 Page 1 FCOM Procedures 4. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation ENGINE START PROCEDURE NOTE: The next engine may be started as soon as the start valve light of the starting engine extinguishes. EVENT PF Ready to start engines – – – Check throttles are closed. Check fuel switches are off. ENG START Switch ...... PULL. Check switch light illuminates. 15% N2 – FUEL Switch ...... ON. Hold fuel switch until engine stabilized. Call “FUEL ON”. – PNF – Start clock. – Observe normal fuel flow indication and EGT indicates an increase within 25 seconds. – Call “EGT”. – Check for normal EGT increase and peak EGT does not exceed engine start limits. Approximately 45% to 52 % N2 – Observe ENG START switch pops in and switch light extinguishes. Ground idle RPM. – – Check N2 and N1 indications stabilize at ground idle RPM. Check EGT and ENGINE OIL quantity/pressure gages indicate in normal range. EGT rises CAUTION: NOTE: NOTE: – – – – – – Stop and reset clock. If no N1 rotation 30 seconds after reaching N2 idle, shut down engine and investigate cause. During cold soak conditions, oil pressure may peak to full scale. Pressure should return to normal range when oil temperature stabilizes. Engines should be operated at idle power for a minimum of 3 minutes before takeoff. Power required for normal taxiing, including short power applications, is considered equivalent to idle power for warm--up purposes When making starts at low ambient temperatures (below --18C), long acceleration times (up to 2 minutes) from EGT rise to idle can be expected and are acceptable provided the EGT indication is within limits. If engine start switch pops in each time switch is pulled and the switch--light illuminates and extinguishes, pull and hold engine start switch. Observe switch--light illuminates. Continue procedure. At 45% N2, release switch and observe switch--light extinguishes. If engine start switch pops in before N2 indicates 45% and engine decelerates, allow engine rotation to decay to below 20%, then pull and hold switch and observe switch--light illuminates. Continue procedure. At 45% N2, release switch and observe switch--light extinguishes. Automatic cargo door test is performed when first ENG FUEL switch is set to ON. When “CRG DOOR TST FAIL” alert is displayed during engine start, a manual cargo door test must be performed prior to takeoff: – All cargo doors must be closed before a manual cargo door test is attempted. – Push and hold CARGO DOOR TEST Switch for a minimum of 4 seconds and verify “CRG DOOR TST” alert is displayed. – If cargo door test fail alert is displayed after manual test is complete, notify maintenance. 2.2.2 Page 2 17 SEP 2007 FCOM Procedures 5. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation TAXI PROCEDURES Use of thrust To break away at the ramp, release the brakes and smoothly increase thrust and let the aircraft roll forward. When adding power to start moving (approximately 40% N1), wait for the aircraft to respond before adding additional power. At high gross weights the aircraft will react slowly and require more power. A common tendency is to continually increase power until the aircraft moves. This will provide more power than is necessary or desired. If obstructions are located behind the aircraft, it is important to limit the use of thrust as much as possible. All three engines should be used together to reduce required thrust for any one engine. At low or medium gross weights, idle thrust will be more than sufficient to maintain normal taxi speeds and may even cause the aircraft to accelerate. At high gross weights, thrust in excess of idle may be briefly required. For operation on narrow and/or contaminated runways and taxiways, reduced power setting for wing--mounted engines should be used when possible. Use of braking Do not ride the brakes. Overheated brakes reduce braking efficiency and could seriously affect the capability of a rejected takeoff. Use of reverse thrust is prohibited during taxi or pushback operation Maneuvering To start moving in a turn requires a considerably higher thrust level. When a turn is required immediately following the brake release, advance power to obtain sufficient speed to carry the aircraft throughout the turn. Brakes are not normally required during turns. If braking in a gentle turn is required, use brakes symmetrically; otherwise use the outboard brake to slow the aircraft. Minimum radius turns require asymmetric thrust and differential braking and should be avoided whenever possible. Ground Operations Whenever space is available, turns should be made with less than full wheel throw. See Turning Radius diagram for clearances. The centerline gear has no appreciable effect on taxi characteristics. For small changes of direction during taxi, steering should be accomplished with the rudder pedals. Nosewheel movement to 10° each side of center is possible by this method. Rudder pedal steering can be overridden by the nose steering wheel. Force should be applied to the steering wheel with a constant and smooth application and returned to center gently, while keeping firm control of the steering wheel. The steering wheel is heavily spring--loaded to center. If pressure is rapidly relaxed, or the application is erratic, the turn will be uncomfortable for the passengers/couriers. Abrupt nosewheel movement should be avoided. In a rapid turn or with excessive taxi speeds the nosewheel will react but the aircraft will not be able to follow the movement and scrubbing of the nose tires will result. If the nosewheels are on painted or wet surfaces, the possibility of nose tire skidding is increased. When entering turns, do not start the turn until the extended centerline of the intersecting taxiway is under the pilot’s seat position to compensate for the aft position of the nose gear. To make turns of 90° or more, apply full nose wheel steering as soon as the turn is started. Fillets are required between taxiways when the turn exceeds 90°. Before stopping, center the nosewheel. During taxi, the pilot eye level is approximately 20 feet above the surface. Because of the cockpit height, the aircraft appears to be moving slower than it is, resulting in a tendency to taxi too fast. The flat windshield, lack of distortion and excellent visibility makes the transition easy. Taxi speed is best determined on the taxi speed readout on the PFDs. Looking out the side windows is also recommended, particularly when stopping. 8 JAN 2007 2.2.2 Page 3 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation Pilot Eye Reference Each pilot can view a full 135° without moving his head outboard or leaning forward. To see the wing tips, the clearview window must be opened. Taxiing with the clearview window open is not objectionable from a noise standpoint. Slant vision over the nose intercepts the taxi surface approximately 15 m in front of the aircraft. The long wheel base and position of the pilot in relation to the nose gear must be considered. The nose gear is approximately 7 m aft and the main gear is 31m aft of the pilot. Left Seat Visual Clues Since the recommended seat positioning places every pilot’s eyes in about the same location, the following references are valid for every pilot seated either in the left or right pilot’s seat: – – – – – 2.2.2 Page 4 Looking to and sighting along the second screw from bottom on the vertical frame dividing the pilot’s sliding and clearview windows gives a good reference for associated wing tip tracking. The bottom left corner of the pilot’s windscreen indicates engine 1 ground track. The light sensor on the pilot’s side glareshield can be used for the centerline of the nose gear. Also, the inside of the pilot’s right knee (FO left knee) can be used. The bottom right corner of the pilot’s windscreen indicates engine 3 ground track. Looking to the right and sighting along the first screw from the bottom on the vertical frame dividing the copilot’s clearview windows, gives a good reference for right wing tip tracking. 8 JAN 2007 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation Minimum Aircraft Turning Radii If runway with is not sufficient for normal turn radius, ground crew assistance is required. TAIL R6 Y EFFECTIVE TURN ANGLE X MAXIMUM STEERING ANGLE 70_ A PAVEMENT WIDTH FOR 180_ TURN NOSE TIRE R3 NOSE R5 TURN CENTER WING TIP R4 NOSE GEAR RADII TRACK MEASURED FROM OUTSIDE FACE OF TIRE Type Turn Effective Turn Angle Tire Slip Angle X Y A R3 R4 R5 R6 1 60.8° 9.2° 24.7 13.8 49.0 28.9 41.6 36.0 34.1 24.7 12.8 47.5 28.4 40.6 35.6 33.5 24.9 8.1 41.0 26.7 36.1 34.3 30.5 2 72.0° 3 1 -- 2.0° Normal Turns S S S S S Symmetric thrust No differential braking Slow continuous turn Aft center of gravity Max gross weight 2 Minimum radius to avoid excessive tire wear use various combination of : S Steering S Asymmetric thrust S Light differential braking 3 Minimum Radius S S S S S Asymmetric thrust light differential braking Slow continuous turn Aft center of gravity Max gross weight –oOo– 8 JAN 2007 2.2.2 Page 5 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.2 Ground Operation INTENTIONALLY LEFT BLANK 2.2.2 Page 6 8 JAN 2007 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.3 Take-Off DEPARTURE BRIEFING For Departure Briefing refer to OM part A -- BOM. 2. NORMAL TAKE-OFF For all take-offs it is essential to: – Align the aircraft on the runway before setting initial thrust. – Pay attention to get symmetrical thrust on the wing engines when setting initial thrust. Rolling take-off: – The rolling take-off is standard. – After the aircraft has been aligned with the runway centerline, initial thrust is set at approximately 70% N1 either standing still with brakes released or rolling. NOTE: The use of a rolling takeoff will reduce the possibility of FOD to the wing--mounted engines. Static take-off: – A static take--off is performed SCD, or when prescribed in relevant procedures. – The aircraft is held in position on the center line with brakes until engines have stabilized at approximately 70% N1 and observing all primary engine parameters to ensure normal operation. 15 APR 2011 2.2.3 Page 1 MD-11 FCOM Procedures 3. 2.2 PROCEDURES & TECHNIQUES 2.2.3 Take-Off TAKE-OFF PROCEDURE EVENT PF Approaching departure runway. – Before entering the departure runway, verify that the runway and runway entry point are correct. Ready for Take-off and Take-off clearance received. – Verify that the airplane heading agrees with the assigned runway heading. – Call “CLEARED” – – Call “TAKE-OFF” Set approx. 70% N1. Verify symmetrical thrust. Command “SET AUTO FLIGHT”, advance throttles and verify ATS advance to T/O thrust. Command “CHECK THRUST” Starting T/O roll – – – – Call “CHECK” – Select and call “AUTOFLIGHT” and verify T/O THRUST appears in FMA altitude window. Call “THRUST SET” when throttles are at T/O thrust setting. As Airspeed becomes active, verify V--speeds are displayed. – Verify airspeed is active prior to 80 knots and monitor airspeed indications for abnormalities. Passing 80 KIAS NOTE: 2.2.3 Page 2 PNF If throttle fail to clamp, disengage autothrottles and continue takeoff with manual throttle control – – Call “80 KNOTS” Check T/O CLAMP in PFD altitude window. NOTE: If throttle fail to clamp, call “NO CLAMP” V1 – Release throttles – Call “V1”. VR – Rotate at 2.5_/second to attain V2+10 at 35 ft. AGL. Tail strikes may occur at rotation rates of 3.8_/second or greater or pitch angles in excess of 12_ below 35 ft. AGL. (maximum pitch 25_) – Call “ROTATE”. After lift-off – Center the pitchbar. – Monitor engine parameters and flight progress Airborne with positive rate of climb – Command “GEAR UP”. At 100 ft. HAA – Check NAV capture. At or above 200 ft. HAA (400 ft. if NAV armed) – Command “SET AUTOFLIGHT”. At or above CLIMB THRUST altitude. – Check CLB THRUST engages. At or above acceleration altitude. – Accelerate. At or above VFR. – Command “FLAPS ZERO”. 15 APR 2011 MD-11 FCOM Procedures EVENT At or above VSR and accelerating. – Safe climb established in clean – configuration. – – – 4. PROCEDURES & TECHNIQUES 2.2.3 Take-Off PF Command “SLATS RETRACT” NOTE: NOTE: – 2.2 PNF – After slats are retracted disarm spoiler handle and select AUTO BRAKE OFF. Check EAD for alerts and status. If the aircraft is in a sustained turn, or in moderate or greater turbulence, slat retract may be delayed to a speed greater than VSR. Command “AFTER TAKEOFF CHECKLIST” – Accomplish After Takeoff checklist down to the dashed line and complete checklist after passing 10,000 ft. HAA. A pitot system blocked by protective covers or foreign objects can result in no airspeed indication, or airspeed indications that vary between instruments. It is important that crew ensures airspeed indicators are functioning and reasonable at the 80kt callout. The FMS speed target can deviate temporarily from the correct value when selecting 1013 hPa at a transition altitude of 3,000 ft. HAA, combined with a QNH higher than 1013 hPa. In case of a slow acceleration (e.g. during a turn), a temporary speed excursion in the amber band may occur when passing the acceleration altitude (top of the amber band increases from 1.2 VS to 1.3 VS). Do not retract slats if 250 kt must be maintained and VCL is higher than 250 kt. TAKEOFF WITHOUT USE OF PROF Adapt Takeoff Procedure as follows: 5. – At climb thrust altitude (min 1,500 ft. HAA): S Select LEVEL CHANGE by pulling the altitude select knob on the FCP and confirm throttles reduce to climb thrust. – At acceleration altitude (normal 3,000 ft. HAA): S Select speed 250 knots or VCL whichever is higher. REJECTED TAKE-OFF The rejection of a take-off at high speed can be extremely hazardous, especially when runway length and/or condition is critical. Therefore the take-off should only be rejected in case the continuation is considered less safe. The decision to reject may only be made before V1. The reason for rejecting a take-off should be restricted to: – Any aural warning. – Master warning. – Master caution. – Engine failure. – Engine fire. – Control problems affecting safe aircraft handling. – Abnormal primary and /or standby airspeed indications, prior to 80 KIAS. The rejection of a take-off is initiated by the call ’STOP’. In the above mentioned cases either pilot may call ’STOP’. In all other cases the decision to initiate the rejection of a take-off is restricted to the captain. Once the rejection is initiated, it must be completed. In order not to distract the attention of the cockpit crew during the rejection of a take-off, no information about the reason to reject will be given until the aircraft has come to a full stop. 8 JAN 2007 2.2.3 Page 3 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.3 Take-Off PROCEDURE EVENT PF PNF – Rejection of T/O – Call: “STOP’”. Simultaneously retard throttles to idle, apply maximum manual braking, call: “MANUAL BRAKING”, verify ground spoiler deployment and apply full reverse thrust. – – Monitor spoiler operation Call “SPOILERS DEPLOYED” or “NO SPOILERS” – Upon call “NO SPOILERS”, pilot in LH seat pulls spoiler lever fully aft – Apply slight forward pressure on the control column. CAUTION: – Check green REV indications and engine parameters, if not call “NO REVERSE ENGINE ...”. Should directional control become a problem while in reverse thrust, reduce thrust to reverse idle (or forward idle thrust, if required), regain directional control, and reapply reverse thrust as necessary. At 80 KIAS – Call “80 KNOTS” At 60 KIAS – Call “60 KNOTS” After aircraft has come to a full stop. t – Maintain reverse thrust and braking until a safe stop is assured. – Set parking brakes. – State nature of failure. NOTE: Full reverse thrust may be used to a complete stop if necessary. However inspection of engines and thrust reverser system will be required. CAPTAIN – – – – Command: “TAKE ACTION”. Make a PA announcement: “CABIN CREW AND PASSENGERS, REMAIN SEATED”. Inform ATC. Evaluate situation and decide on follow-up actions. FIRST OFFICER – – – Perform memory items and QRH (if applicable). Check brake temperatures. Monitor aircraft systems. R – efer to RTO follow up on last page of QRH. 2.2.3 Page 4 15 APR 2009 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.3 Take-Off RTO follow up, depending on circumstances: – Start APU. – Consider to vacate the runway. – Inform ATC accordingly, request technical assistance, stairs and chocks. – Inform purser and passengers. – Shut down engines. – Switch off BCN and HI-INT lights. – Perform the Normal Checklist. – Consider towing the aircraft to a parking position and/or disembark passengers via stairs. – Pull COCKPIT VOICE RECORDER CB on the overhead panel (F20). –oOo– 15 APR 2011 2.2.3 Page 5 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.3 Take-Off INTENTIONALLY LEFT BLANK 2.2.3 Page 6 8 JAN 2007 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.4 Climb, Cruise and Descent CLIMB, CRUISE AND DESCENT Speed Schedule Speed Schedule FMS No FMS <10,000 250 / Vcl 250 / Vsr+30 >10,000 ECON CLB 340 / M.82 Cruise ECON CRZ Flight Plan Speed >10,000 ECON DES 300 / M.82 <10,000 245 (default) 250 Climb Descent Holding The FMS holding speed is the MAX END speed. The pilot can alter this speed to comply with ATC speed requirements. Maintain clean configuration when holding in icing conditions and in turbulence. –oOo– 8 JAN 2007 2.2.4 Page 1 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.4 Climb, Cruise and Descent INTENTIONALLY LEFT BLANK 2.2.4 Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing APPROACH GENERAL Approach Speed (VAPP) VAPP is the greater of VREF+5 or VREF + wind additive. Wind additive is 1/2 of the steady state wind greater than 20 knots or full gust, whichever is greater. Maximum wind additive is 20 knots. NOTE: If Vapp is 140 kt or less and DH is selected to 50 ft. or less, the aural warning ’MINIMUMS’ is inhibited. If it is desired to set DH to less than 50 ft., select a Vapp sufficiently high to keep airspeed above 140 knots during flare. For abnormal aircraft configuration use normal wind additive unless stated otherwise. Flight Path Vector The display of the Flight Path Vector (FPV) on the PFD is the best trajectory presentation. It can be considered as a raw data presentation compared to the FD The use of Flight Path Angle (FPA) together with Track mode is recommended for – Visual approach. – Non-precision approach. – Visual part of circling approach. Flap setting Standard flap setting is FLAPS 35. Use of FLAPS 50 should be considered when: S Braking action is less than good. S Landing with a tailwind. Stabilized Approach Maintaining a stable speed, descent rate and vertical/lateral flight path in landing configuration is commonly referred to as the stabilized approach concept. Any significant deviation from planned flight path, airspeed or descent rate should be announced. NOTE: Do not attempt to land from an unstable approach. All approaches should be stabilized by 1,000 feet HAA in IMC and by 500 feet HAA in VMC. An approach is considered stabilized when all of the following criteria are met: S The aircraft is on the correct flight path. S Only small changes in heading/pitch are required to maintain the correct flight path. S The aircraft speed is not more than VMIN+20 knots indicated airspeed and not less than VMIN. S The aircraft is in the correct landing configuration. S Sink rate is no greater than 1,000 ft./min. S Thrust setting is appropriate for the aircraft configuration. S All briefings and checklists have been conducted. 15 APR 2009 2.2.5 Page 1 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing Specific types of approaches are stabilized if they also fulfill the following: S ILS approaches should be flown within one dot of the glide slope and localizer. S Localizer approaches should be flown within one dot of the localizer. S VOR approaches should be flown within 1/2 dot or 2.5 degrees of the inbound track. S NDB approaches should be flown within 3 degrees of the inbound track. NOTE: – – Disregard glide slope indication below 50 feet RA. When dual or single land is engaged; glideslope pointer changes to amber and flashes if the glideslope deviation exceeds 1 dot between 500 and 100 feet RA, localizer pointer changes to amber and flashes if the localizer deviation exceeds 1/4 dot between 300 and 0 feet RA. Unique approach procedures or conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. Initiate a go--around if the above criteria cannot be maintained. Type of landing With weather conditions at or above published CAT I minima either automatic or manual landings may be executed. With weather conditions below CAT I minima an automatic landing is compulsory. An automatic landing shall not be made when: – ILS not suitable for autoland. – ATC restrictions prevent an automatic ILS approach. For autoland limitations refer to FCOM II -- LIMITATIONS. CAT II/III Operation Any failure of a system requiring extra attention during the approach or landing precludes CAT II/III operation. Operating conditions: – The captain is the PF. – Both pilots qualified for CAT II/III operation (refer to OM Part A, BOM). – For minimum aircraft equipment refer to FCOM -- LIMITATIONS. – Braking action medium or better. – For cross- and tailwind limits refer to FCOM -- LIMITATIONS. – Set DH for CAT II, CAT IIIA or CAT IIIB limits, if desired preset DA to CAT I limits. CAT III Alert Height The alert height is 100 ft. and is only applicable with both ground and airborne equipment status qualified for CAT III operations. If a failure occurs below the alert height, the approach may be continued. Multiple autopilot failure is not taken into account. 2.2.5 Page 2 15 APR 2009 FCOM Procedures 2. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing ARRIVAL BRIEFING For Arrival Briefing refer to OM part A-- BOM. 3. APPROACH INITIATION General Before commencing an approach check and/or set the following items: – DA, DH or MDA. – VOR/ADF display and tuning. – ILS display and tuning. S ILS identifier on the PFD. S ILS inbound course on NAV RADIO. – MKR selected on ACP. – FMS. Slat/flap extensions should preferably take place at speeds close to VMIN+20. In view of noise and fuel saving considerations standard landing flap selection is done not later than passing 1,200 ft. HAA. Earlier selection is SCD according to traffic conditions, ATC speed restrictions, high landing weights or local conditions such as lack of positive glidepath information (e.g. ILS, PAPI), high altitude airport or tailwind in approach. 15 APR 2011 2.2.5 Page 3 MD-11 FCOM Procedures 4. 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing APPROACH PROCEDURE Crew Co--ordination Procedures During approach, both pilots will scan flight instruments and outside visual cues in relation to their responsibilities. Division of primary responsibilities and related duties: PF responsibilities S S S PNF responsibilities Operation of the Aircraft Monitoring of Flight progress Decide to land or go around S S Operation of Aircraft Systems Monitoring of Flight progress and Aircraft systems The PF shall obtain visual reference in order to be able to decide to land or Go--Around. The PNF aids the PF in this process by expanding the instrument scan to include outside visual clues when approaching DA(H) or MDA. However he should take into consideration that the PF will expand the instrument scan to include outside visual cues as well when approaching DA(H) or MDA. The PNF primary responsibility remains monitoring, also and in particular below DA(H) or MDA. EVENT PF At 2,500 ft. RA auto call Cleared for approach and on intercept heading PNF – Announce via PA: “CABIN CREW TAKE YOUR SEATS”. – Command/Set/Select appropriate approach mode. – Verify that the applicable approach mode is captured. Prior to FAP/FAF – – Command “FLAPS 28”. Command “GEAR DOWN”. – When landing gear indicates 4 green, raise SPOILER handle to ARM position. Gear down and 4 greens. – Command “Auto brake OFF, MIN, MED or MAX” as desired. – Select desired brake setting and verify proper annunciation on EAD. – Command “LANDING CHECKLIST”. – Accomplish Landing Checklist down to the dashed line. Not later than passing 1200 ft. HAA – – Command “FLAPS 35/50”. Command/Set “VAPP“. – Complete Landing Checklist. At outer marker – – Check altitude Respond ’CHECKED’ – – – Call ’OUTER MARKER’ Check altitude Push MKR buttons on both ACP’s off Between 1500 ft. and 400 ft. RA – Call autoland status At 500 ft. RA auto call – Call “CLEARED / NOT CLEARED”. – Respond “CHECKED”. At “APPROACHING MINIMUMS” auto call – Respond “CHECKED”. (Continued) 2.2.5 Page 4 15 APR 2009 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing PF EVENT If visual references are sufficient – (not for ILS CAT IIIB no DH) Call “LANDING”. At “MINIMUMS” auto call (DH/DA/MDA) and visual references are NOT sufficient (not for CAT IIIB no DH) Call “GO-AROUND”. – At 150 ft. RA PNF – If applicable call “CONTACT/APPROACH LIGHTS/RUNWAY”. – Check ALIGN (AP engaged) Continue with LANDING PROCEDURE NOTE: – – – – 5. The PF may call “LANDING“ as soon as the required visual clues are available. In this case the mandatory calls may be omitted, except the 500 ft. response call. If no auto call from CAWS, the PNF gives the appropriate call. The ATS may be disengaged during a manual landing. Autopilot runway alignment during crosswind conditions will result in cross-controlled rudder and aileron. When the autopilot is disengaged below the alignment height, approach destabilization may develop. ILS (CATEGORY III, II, I) APPROACHES General ILS approaches may be flown in Category III, Category II, or Category I weather minimums. During all automatic (coupled) approaches, DUAL LAND (fail operational), SINGLE LAND (fail passive), or APPR ONLY mode will be annunciated in the FMA. Category IIIB approaches require DUAL LAND, a fully coupled automatic approach and landing, through touchdown and ground rollout. If system reverts to SINGLE LAND, a Category II approach may be continued automatically. The AP should remain engaged until a safe stop is assured and adequate visibility exists for safe pilot control. Category II approaches may be flown in DUAL LAND or SINGLE LAND mode using AP. SINGLE LAND provides same performance as DUAL LAND but due to its fail passive capability, weather minimums are restricted to Category II. The APPR ONLY mode means that no autoland mode is available and the AP will automatically disconnect at 100 feet AGL. Category I approaches may be flown using any of above AP modes or manually using FD. If prior to LOC capture, aircraft passes through glideslope without G/S capture, pilot must take action to capture the G/S from above. When in FD LOC CAP mode and/or G/S mode, subsequent engaging of the AP may result in AP mode reversion to HEADING/VS if AP ILS capture criteria are not met. During approach, both ND’s may be selected to MAP (minimum range) or one ND be selected to MAP (minimum range) and one ND selected to APPR. APPR/LAND may be selected when cleared for approach. After passing 1,500 feet RA, on LOC and G/S, with AP and ATS engaged, AFS performs a logic and system status check. If satisfactory, DUAL LAND or SINGLE LAND will be annunciated in the FMA. If all of its logic cannot be satisfied, the AFS will continue attempting to engage DUAL LAND until 400 feet AGL, then SINGLE LAND or APPR ONLY will be annunciated. 15 APR 2009 2.2.5 Page 5 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing Since lowest weather minimums are directly related to system status, both pilots must monitor autoland status during approach. Should the autoland status degrade, approach may not be continued below the applicable minimums unless required visual reference is established and aircraft is in a position to land. NOTE: – – – – For localizer intercepts, avoid high speeds and high intercept angles. Intercept angles greater than 30_ may cause a localizer overshoot. Do not exceed 200 knots with DUAL LAND or SINGLE LAND engaged. Tracking the glideslope at speeds in excess of 180 knots may result in slight control column pitch oscillations. At least two yaw damper channels and two LSAS channels in the same FCC must be active to achieve an autoland status (SINGLE LAND). Side--Step Maneuver From ILS Approaches Because of the additional protection required to guard against uncommanded frequency changes during autoland, simply inserting a new ILS frequency and course on the NAV RAD page will not result in a new frequency being tuned any time after the FMA shows LOC and G/S. Therefore, there is a need for a special procedure if a side--step from one ILS to another is required. Any time a side--step is required and the FMA shows LOC and G/S or DUAL LAND or SINGLE LAND or APPR ONLY, perform the following procedure if guidance to the new ILS is required for landing: – Disconnect the autopilot. – Insert the new ILS frequency and course in the NAV RAD page. – Push the APPR/LAND switch on the FCP. The autopilot system will then immediately drop to basic modes, heading and vertical speed, and the FMA will display those modes plus LAND ARMED. Maneuver the aircraft as required to intercept the new localizer. The use of the autopilot for the continued side--step approach is not recommended inside the final approach fix. 6. NON-PRECISION APPROACHES Any of the these approaches may be hand flown or coupled to the AP. The basic navigation aids (ILS Localizer, ILS Backbeam, IGS, VOR, DME, NDB and MKR) are always the primary means of navigation. FMS information may be used as additional information when the FMS position is accurate. Entry of the MIN PROF altitude (MDA) is required for VOR, IGS, published LOCALIZER Only, NDB and SRE approach. Descents to MDA may be accomplished with vertical speed (V/S), flight path angle (FPA) or profile (PROF). ND selection during approach: S For LOC approach, both ND’s may be selected to MAP (minimum range) or one ND be selected to MAP (minimum range) and one ND selected to APPR. S For other non--precision approach, one ND may be selected to MAP mode (minimum range), other ND selected to applicable approach mode. AP/FD control modes are HEADING, TRACK, LOC ONLY, VOR or NAV and V/S or FPA. For a localizer backbeam approach the ILS frequency/identifier and front course must be selected. Disregard Localizer indication on PFD as it is reversed and do not use the LOC ONLY mode. – – – – 2.2.5 Page 6 Prior to FAF, extend landing gear, select landing flaps, and slow to VAPP. S If positive glidepath information is available landing flap selection may be delayed to not later than 1200 ft. HAA. Just prior to FAF, commence descent with a V/S or FPA as calculated from the approach chart. Step down fixes should not be crossed below their minimum crossing altitudes. To prevent nuisance GS warnings, the G/S INHIBIT switch must be pushed below 2,000 ft. RA during an ILS Backbeam approach. 15 APR 2009 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing Circling Approach Plan a definite circuit procedure when ground contact is established, preferably allowing a frequent visual check of the position relative to the landing runway and taking advantage of any radio facility that may aid the visual part of the approach. Decide on a go-around procedure from any part of the circuit, in principle by turning to the airport to follow the MISAP for the instrument let down in use. The visual part must be executed at or above the MDA and visual contact must be maintained at all times. – – – – – – – Set MDA in altitude window prior to leaving the initial approach altitude of the instrument let down procedure. Fly the appropriate approach procedure to the MDA with gear down and FLAPS 35 and Vmin + 5 KIAS or Vapp, whichever is higher. AUTO FLIGHT may be used as desired with heading or track select mode to maneuver. Use of autopilot and autothrottles will greatly reduce pilot workload. If contact is not established at MDA, level flight is permitted to the MAPt. Preset Missed Approach Altitude after MDA is captured. Commence the appropriate circling maneuver maintaining Vmin + 5 KIAS or Vapp, for FLAPS 35. For downwind timing use 35 sec ± 1 sec/2 kt. Turning to final, maintain Vapp for desired landing configuration. Establish normal final approach path for landing. Landing can be with flaps 35 or 50. Flaps 50 are selected when intercepting visual glidepath. NOTE: Procedures for a two--engine circling approach are the same, except landing flaps are limited to FLAPS 35. When flying an ILS approach and circling to land, adapt procedure as follows: – Set BARO minimums to the CIRCLE--TO--LAND MDA. – When established on the ILS localizer and prior to DUAL/SINGLE LAND annunciation, preselect the FCP altitude to the same MDA value. – After glideslope capture, the aircraft will descend to the MDA and the FMA will read APPR ONLY. – At the MDA, the FMA will change to heading and altitude hold. Maneuvering can be accomplished with heading or track select mode. Circling Approach Pattern 1 2 3 5 4 15 APR 2009 1. On instrument approach: – Gear down/Flaps 35 – Maintain VMIN + 5 / VAPP 2. Visual at or above MDA; – Maintain level flight – Select TRACK mode – Downwind distance from the runway depending on weight and wind – Downwind track must be parallel to the runway centerline – Downwind timing starts abeam runway threshold 3. Turn base leg: – 35 secs from abeam threshold – Correction ± 1 sec/2 kt wind – Set runway track 4. Intercepting visual glidepath: – If desired, select flaps 50 – Set FPA -3.0_ – Reduce to VAPP 5. Rolling out on final. 2.2.5 Page 7 MD-11 FCOM Procedures 7. 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing VISUAL APPROACH The description of the visual approach covers basically the situation where a circuit is required. When the circuit is amended, the configuration/speed schedule should be adjusted accordingly, taking into account the distance to go to touchdown and interception of the visual glide path. Use FPA and track modes from downwind Use all available NAV aids as a back up to visual clues. Arrange the configuration changes and speed schedule so as to be established at 1,500 ft. HAA, flaps 28, not later than abeam the threshold or the comparable position if the standard pattern is not used. Visual Approach Pattern 4 3 2 1 5 6 1. Entering downwind: – Configuration SLATS/FLAPS: EXT/10 – Downwind track parallel to the runway centerline. – Downwind distance from runway depending on weight and wind. 2. Downwind 1,500 ft. HAA, abeam threshold: – Flaps 28 – VMIN + 5 – Start timing 50 sec ± 1 sec/2 kt 3. Approaching end of downwind: – Gear down 4. End of downwind: – Set runway track – Turn onto base leg 5. On visual glidepath intercept: – Flaps 35/50 – Set FPA -3.0_ – Reduce to VAPP 6. Rolling out on final. 2.2.5 Page 8 15 APR 2009 FCOM Procedures 8. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing RNP APCH / RNAV APPROACHES Approach Preparations and Requirements Approaches must be selected from the current FMS navigation database. In order to insert a RNP APCH in the FMS flight plan, it is required to set a minimum profile (MIN PROF) altitude in the field adjacent to line select key 2R of the STAR page, and push the *INSERT key. RNP APCH and RNAV approaches are flown in the FMS NAV mode. Descent from FAF to MDA should be done by flight path angle (FPA) or vertical speed (V/S) through monitoring distance versus altitude using the Non--Precision CDFA (Continuous Descent Final Approach) concept. Do not use vertical deviation indicator (VDI) information after passing Final Approach Fix (FAF). NOTE: PROF mode will automatically revert to altitude hold upon capturing the MIN PROF altitude selected above and should therefore not be used. Either the flight director must be on, or the autopilot must be engaged, or both. Engagement of the autopilot is highly recommended to monitor the approach. Prior to beginning the approach, the following items must be checked or selected: – Equipment that must be operational prior to starting the approach. – Selection of the approach procedure from the navigation database. – On FMS POS REF page 2/3, check at least one GPS position available. – On FMS F--PLAN page 1/2, check all applicable altitude constraints. – On FMS F--PLAN page 2/2, check tracks and distances between waypoints. S As a minimum, this check could be a simple inspection of the MAP display. – Disregard minimum and maximum temperature limit on approach chart as the approach is flown in FPA or V/S. – Compensate for any necessary cold temperature to all published minimum altitudes/heights. – Check navigation mode is G/I. – Use approach minimums as published in LNAV box on the approach chart. – Verify or enter the approach RNP before FAF. RNP should be 0.3NM. NOTE: – – – – – 15 APR 2011 The manual entry of coordinates into the RNAV system for operation within the terminal area is not permitted. ’Direct To’ clearances may be accepted to the Intermediate Fix (IF) provided that the resulting track change at the IF does not exceed 45 degrees. ’Direct To’ clearance to FAF is not acceptable. Modifying the procedure to intercept the final approach course prior to the FAF is acceptable for radar vectored arrivals or at other times with ATC approval. Crew entry of the RNP will prevent automatic RNP changes until the crew deletes the RNP entry. Compensation for any necessary cold temperature includes the altitudes/heights for the initial and intermediate segment(s), the MDA and subsequent missed approach altitudes/heights. 2.2.5 Page 9 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing Approach Procedure The final approach trajectory must be intercepted no later than the FAF in order for the aircraft to be correctly established on the final approach course before starting the descent. The RNP can be monitored on the FMS POS REF page 1/3. – – Prior to FAF, extend landing gear, select landing flaps, and slow to Vapp. SCD landing flap selection may be delayed to not later than 1,200 ft. AGL. Just prior to FAF, commence descent using FPA or V/S. The appropriate displays must be selected to monitor the approach: S Both ND’s should be selected to MAP (minimum range). S DATA display should be selected on the ECP to display crosstrack deviation on ND. Altitude versus distance to threshold can be monitored on ND, upper right--hand corner, after passing FAF. Maximum Lateral and Vertical Deviations For normal operations, cross track deviation should be limited to 0.5 x RNP associated with the procedure (i.e., 0.5 NM for the Initial and Intermediate segments, 0.15 NM for the Final Approach segment and 0.5 NM for the Missed Approach segment). NOTE: Due to limitations of the presentation on ND, cross track deviation should be limited to 0.1 NM for Final Approach segment. Brief deviations from this standard during and immediately after turns, up to a maximum of 1 x RNP (i.e., 1.0 NM for the Initial and Intermediate segments), are allowable. Stepdown fixes should not be crossed below their (corrected) crossing altitudes. Discontinue Approach and Missed Approach Unless suitable visual references required to continue the approach are available or another approved means of navigation to continue the approach is available, a go--around must be executed if, – the lateral or vertical deviation exceeds the criteria above, or – the “UNABLE RNP” alert is displayed prior to MDA, or – no GPS updating is available. GPS updating is shown by navigation mode G/I in left hand corner ND. The missed approach must be flown in accordance with the published procedure. Use of the RNAV system during the missed approach is acceptable provided: – the RNAV system is operational. – the missed approach is loaded from the navigation database. NOTE: RNP during missed approach is 1.0NM. 2.2.5 Page 10 15 APR 2011 MD-11 FCOM Procedures 9. 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing LANDING PROCEDURE PF EVENT At 50 ft. RA – Monitor throttles retardation or retard throttles manually. At 30--40 ft. – Initiate flare (appr 2_) Touchdown – Do not allow the aircraft to float Immediately after main gear touchdown raise the reverse levers to the interlock Land nosewheel without delay after main gear touchdown – – – PNF – – Check RETARD Check FLARE (AP engaged) – Check ROLL OUT (AP engaged) – – Monitor spoiler operation Call “SPOILERS DEPLOYED” or “NO SPOILERS” Upon call “NO SPOILERS”, pilot in LH seat pulls spoiler lever fully aft. – When interlocks release – Pull the reverse levers up to the stop as conditions dictate WARNING: After reverse thrust is initiated, a full stop landing must be made. CAUTION: The aft fuselage will contact runway at approximately 10° pitch attitude with struts compressed. NOTE: Below 10 ft. with aircraft fully flared (sink rate approximately 2 to 4 feet/second), the basic technique is to maintain attitude by applying the required control wheel pressures. A more advanced technique is to actually begin lowering the nose (approximately 1°) prior to main gear touchdown. Ground spoiler deployment causes a nose up pitching moment. This effect is most noticeable at aft centers of gravity. It is important to resist any pitch up tendency with forward pressure on the control column and smoothly lower the nosewheel to the runway. The LSAS will assist the pilot in the nose lowering task. Pilots must be aware that if the number 2 engine throttle is not at idle at main gear wheel spinup, it is possible that immediately after AGS deployment the ground spoilers will retract. If this occurs, ground spoilers must be manually extended. – – – 15 APR 2011 Observe green REV indications and call “NO REVERSE ENG(S)___” if applicable 2.2.5 Page 11 FCOM Procedures MD-11 NOTE: 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing – – Maximum reverse thrust may be selected without delay and may occur prior to nosewheel touchdown. However, there should be no effort to delay lowering the nosewheel to the runway; aerodynamic braking is ineffective and not a recommended decelerating technique. Reverse thrust is most effective at high speeds. Maintaining reverse thrust below 80 knots has a minimal effect on stopping ability. Roll out – In case of no autobrakes apply manual braking and confirm “MANUAL BRAKING“ – If ABS DISARM lights illuminate call “NO AUTOBRAKES”. At 80 KIAS – Smoothly move reverse levers to reverse idle detent by 60 KIAS – – Call “80 KNOTS” If movement of reverse thrust levers is not initiated call “CHECK REVERSE”. – Call “60 KNOTS” – Monitor thrust reverse indications At 60 KIAS Adequate remaining runway available and adequate visibility exists for manual control – Safe taxi speed and before leaving landing runway – – Disarm autobrakes and call “MANUAL BRAKING” Disengage autopilot and call “AUTOPILOT OFF” (AP engaged) Position the reverse levers full down (forward idle) when engines have decelerated to reverse idle CAUTION: 2.2.5 Page 12 If a U/L or REV indication remains illuminated after throttles are in the forward idle position, do not cycle the associated reverser. Cycling the reverser may cause damage to the reverser actuation system and/or reverser structure. Allow the reverser to remain in the unstowed position for maintenance action. Continue to taxi on unaffected engines and consider shutting down affected engine. A normal engine shutdown may be made with the reverser deployed. 15 APR 2011 MD-11 FCOM Procedures 10. 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing CROSSWIND LANDING Automatic Landing From 150 ft. RA the AP starts with decreasing the existing crab-angle. The aircraft will touch down with the upwind wing slightly lower. Manual Landing – – – – – 11. Disconnect autopilot before decrab maneuver. Start decrabbing before the flare. S Apply smooth rudder input. S Simultaneously apply bank to maintain runway alignment. S Avoid excessive bank. After nose gear touchdown use rudder smoothly to maintain runway centerline. Maintain aileron control into the wind. Do not use the nose gear steering wheel until taxi speed is reached. OVERWEIGHT LANDING If a problem arises in flight, which makes an overweight landing inevitable, the following procedure applies: – Determine landing configuration: S Check VAPP versus flap limit speed. – Check landing distance. – Check Approach Climb Limited Weight: Field Elevation OAT (_C) -20 0 20 25 30 35 40 45 50 0 293 292 291 290 290 289 268 257 246 2000 278 277 276 276 269 260 249 238 226 4000 263 262 261 257 249 240 229 219 6000 248 247 245 239 231 220 211 8000 235 233 226 220 212 203 10000 217 216 208 202 197 188 Icing conditions: Subtract 20 tons. 12. THRESHOLD CROSSING HEIGHTS Use of Visual Approach Aids For approaches without adequate glidepath guidance, aim to cross the threshold at minimum 50 ft. RA. A visual approach slope aid should be used as follows: – 3 BAR VASIS : Suitable for MD-11 approach guidance when the upper two bars are used. – 2 BAR VASIS/PAPI : May be followed down to 200 ft. HAA. Thereafter the aircraft must be flown above the ’on glide slope’ indication to cross the runway threshold at 50 ft. RA. – T-VASIS : Suitable for MD-11 approach guidance when the approach is flown with ’above glide slope’ indication. ILS Glide Slope TCH When the KLM approach chart shows ’NO AUTOLAND TCH’, the ILS glide slope is too low to give sufficient main gear clearance at the runway threshold (minimum 40 ft. TCH). At 200 ft. HAA, the pilot should fly the aircraft gently above the ILS glide slope to provide sufficient wheel clearance. 15 APR 2011 2.2.5 Page 13 MD-11 FCOM Procedures 13. 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing BOUNCED LANDING RECOVERY If the aircraft should bounce, hold or re--establish a normal landing attitude and add thrust as necessary to control the rate of descent. Avoid rapid pitch rates in establishing a normal landing attitude. CAUTION: Tail strikes or nosewheel structural damage can occur if large forward or aft control column movements are made prior to touchdown. When a bounced landing occurs, consider initiating a go--around by use of normal go--around procedures. Do not retract the landing gear until a positive rate of climb is established because a second touchdown may occur during the go--around. 14. USE OF REVERSE THRUST The PNF will monitor engine parameters and reverse thrust indications. He will call out any engine operational limit exceedance and any other abnormality. The use of high levels of reverse thrust at low airspeeds and/or the rapid forward movement of reverse thrust levers when selecting out of reverse may cause engine stalls. In case of asymmetric reverse conditions (e.g. engine failure or inoperative reverser) select reverse thrust within controllable limits after nosewheel landing. Normal reverse Immediately after main gear touchdown raise the reverse thrust levers to the interlock. When interlocks release, pull the reverse thrust levers up to the stop. At 80 kt smoothly return the reverse thrust levers to idle to achieve reverse idle at 60 kt. During normal operation only idle reverse thrust may be used below 60 kt. Idle reverse Immediately after main gear touchdown raise the reverse thrust levers to the interlock. Do not raise the levers any further. The use of idle reverse is SCD to comply with local regulations, company instructions or other (environmental) considerations. Maximum reverse Maximum reverse thrust after landing or a rejected take-off may be maintained to a safe taxi speed or a full stop in emergency conditions only. In that case an AML entry must be made. 2.2.5 Page 14 15 APR 2011 FCOM Procedures 15. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing USE OF BRAKES Automatic Braking The autobrake system is armed by selecting a deceleration setting prior to landing as per procedure. The autobrake system settings to be used are: – OFF : SCD, on very long runways, with weather conditions CAT I or better. – MIN : All routine operations. – MED : Braking action less than good. – MAX : Minimum stopping distance required. Preferably, the transition to manual braking starts at speeds below 80 KIAS. When braking action is less than good, runway length is limited or weather conditions are below CAT I, the transition must be made at a safe taxi speed. The autobrakes are released by smoothly applying brake pedal force until the autobrake system disarms and then smoothly release brake pedal pressure. Manual Braking When due to system malfunction or QRH dictation the landing is made without the use of the autobrake system: – Upon landing, the PNF announces “NO AUTOBRAKES”. The PF response is “MANUAL BRAKING”. – Immediately after main gear touch down, smoothly apply a constant brake pressure to obtain the desired deceleration level. – Do not modulate. – Do not release the brake pressure until a safe taxi speed has been reached. 16. CALCULATED LANDING DISTANCE FOR ABNORMAL AIRCRAFT CONFIGURATION The Calculated Landing Distance in case of a system malfunction is calculated as follows: – Use No Auto Brakes Calculated Landing Distance table for Flaps 35. – Apply applicable corrections. – Apply multiplication factor. –oOo– 15 APR 2011 2.2.5 Page 15 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.5 Approach and Landing INTENTIONALLY LEFT BLANK 2.2.5 Page 16 15 APR 2011 MD-11 FCOM Procedures 1. 2.2 PROCEDURES & TECHNIQUES 2.2.6 Go--Around GENERAL After the command “CHECK THRUST”, the PF should have both hands at the control wheel. When the GA mode is active, touchdown will not result in deactivation of the GA mode. Selection of GA after wheel spin-up will disengage the AP. The FD GA mode is available. Never attempt a go--around after reverse thrust has been selected. When a runway has a related missed approach procedure, it will be in the nav data base. The NAV mode can be selected above 400 ft HAA. Desired G/A level--off speed may be preselected after VAPP is captured during approach. The use of the AFS is highly recommended, as soon as possible after gear-up selection. 2. GO-AROUND PROCEDURE PF EVENT – – – PNF Command “GO-AROUND” Push GA button and advance throttles to GA thrust. Simultaneously increase pitch to FD pitch command or monitor autopilot pitch commands to establish climb and airspeed (22_ ANU maximum) Command “FLAPS 28” NOTE: If ground spoilers are deployed as a result of main wheel spin--up, ATS will not advance number 2 throttle. Manually advance throttles to GA thrust. – Check FMA changes to ... PITCH | HEADING ...| GO-AROUND ... – Command “CHECK THRUST” Positive climb rate – Command “GEAR UP” When required by missed approach procedure and above 400 ft RA – Command “SET HEADING__/ NAV” if required – – Check N1 set at GA N1 Confirm “THRUST SET” (Continued) 8 JAN 2007 2.2.6 Page 1 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.6 Go--Around EVENT PF NOTE: – – – At go-around altitude Commanded airspeed during climb will be VMIN + 5 for 28_ flaps or indicated airspeed when GA button was pushed, whichever is higher. Altitude capture will automatically cancel GA pitch mode. If in a bank when GA button is pushed, AFS will roll wings level. As bank angle comes through 3_, AFS will hold heading that exists at that time. Proceed as required. CAUTION: The VMIN speed is equal to 1.2 VS if the aircraft altitude remains below the ACCEL altitude of the Go-Around page. NOTE: – Under extreme conditions (high OAT, high GW, go-around altitude > 3,000 ft HAA) acceleration for clean-up at a lower altitude is SCD, with a minimum of 2,000 ft HAA. When climbing to high go-around altitudes, selecting of CLB-thrust at minimum 1,500 ft HAA is permitted SCD. Main gear touchdown may be expected if the go-around is initiated below 30 ft RA. – – 3. PNF WAVE-OFF The wave-off procedure (rejected landing) is similar to the go-around procedure except that the manoeuvre begins with the throttles near or at idle and at altitudes below 50 ft. During an autoland the AP/FD and ATS will provide a safe climb out, provided GA mode is activated prior to a momentary main gear touchdown. Selecting the GA mode after main gear touchdown will disengage the AP. ATS will not advance throttle engine 2 during go--around after a main gear touchdown. When the aircraft is under manual control, pay special attention to the following aspects: – Rotate positively, initially to maximum 10_ ANU to avoid tail strike. – During thrust application devote full attention to pitch attitude control. – Do not rotate to a climb attitude until the speed is a minimum of VAPP. – Be prepared for a slow and/or uneven engine spin-up. – Touching of the main gears must be expected as it takes a few seconds for the engines to accelerate from idle to GA thrust. – Do not call for gear up until the critical phase has passed and a positive climb is established. NOTE: Auto ground spoilers will retract and autobrakes will disarm when throttle engine #2 is advanced for a wave-off initiated after touchdown. 2.2.6 Page 2 17 SEP 2007 FCOM Procedures 4. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.6 Go--Around ILS PRM BREAKOUT Operational requirements and background information for ILS PRM approaches can be found in the route documentation. Breakouts differ from missed approach procedures and may require either a climb or a descent. When directed by ATC, the following procedure becomes mandatory and requires immediate action. Procedure PF PNF – – AP(s) . . . . . . . . . . . . . . . . . . . . . . DISENGAGE ATC command(s) . . . . . . . . . . . FOLLOW S Ignore Flight Director – After turn has been initiated and conditions permitting: Command “SET FCP” – NOTE: – – – Flight Path . . . . . . . . . . . . . . . . . MONITOR Altitude and heading . . . . . . . . PRESET S Do not push / pull selectors – – APPR/LAND Switch . . . . . . . . . PUSH HDG/TRK Selector . . . . . . . . . . PULL LAND ARMED is still displayed in the FMA. To disengage LAND ARMED push HDG Selector on breakout heading. Command “SET AUTOFLIGHT” NOTE: 1. 2. 3. 4. Do not use the GA mode. Postpone configuration changes until established on the breakout heading and altitude. Do not exceed 1,000 ft/min during a descending breakout TCAS Resolution Advisory (RA) shall always be followed immediately. If this deviates from an ATC clearance, the PNF should inform ATC as soon as practical When following a RA, the turn portion of the ATC breakout instruction should be complied with, unless this is determined to be unsafe. –oOo– 15 APR 2011 2.2.6 Page 3 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.6 Go--Around INTENTIONALLY LEFT BLANK 2.2.6 Page 4 8 JAN 2007 FCOM Procedures 1. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.7 Engine Failure GENERAL There are three possible natures of failure: engine failure, engine fire or severe engine damage. If in doubt about the climb performance, command: “SET MAXIMUM THRUST” and check aircraft configuration. When the FCC detects an engine out condition or when the ENG OUT key is pushed, a CONFIRM ENG OUT prompt is displayed. After confirmation, all predictions and speeds are based on N--1 performance. The increase in fuel consumption versus distance is approximately 15% if an engine has failed. This figure is for quick reference only and includes the effects of lower altitudes and speeds. Use of Auto Flight System The AFS management is the same as described for all engines operating. Center FD bars before AP engagement. For engine 1 failure use autopilot 1, otherwise use autopilot 2. An autoland is allowed. The Parallel Rudder Control is active in the T/O, GA and LAND modes (SINGLE/DUAL LAND). Be prepared to maintain required rudder input when exiting the T/O or GA mode (changing roll mode or retracting slats) or when disconnecting the AP in the LAND mode. Parallel Rudder Control is not available in T/O and GA modes if N1 of engine 1 or engine 3 is invalid. Partial Thrust Loss When thrust on an engine is reduced as a consequence of an QRH procedure, conservatively assume that only N-1 performance is available. Engine shutdown should not be performed unless dictated by an QRH procedure. The existing partial thrust loss or a subsequent complete thrust loss on the affected engine will then be of less influence to the flight execution. An operating engine may still deliver some thrust and output to hydraulic, electrical and pneumatic systems. 2. ENGINE FAILURE BEFORE V1 Refer to Takeoff -- RTO Procedure. 3. ENGINE FAILURE AFTER V1 At VR, rotate smoothly at approximately 2.5_/sec to attain V2 at 35 ft.. The FD will command a minimum of V2 or the existing speed up to a maximum of V2 + 10. If derated thrust is used and an engine failure occurs, full-rated thrust can be attained by manually advancing the throttles to the T/O limit, however at the EO ACCEL altitude the derated thrust limit is automatically selected again. MCT thrust limit is selected when the slats are retracted, altitude is above the all engine acceleration altitude and speed is VSR or above. MCT thrust limit is also selected when the aircraft captures the FCP altitude. All calculations are based on accelerations during turns and bank angles up to 25_(except when bank angle 15_ is required according the published engine failure procedure). The diversion point is the point where the engine failure lateral path deviates from the SID. 3.1 ENGINE FAILURE BEFORE PASSING DIVERSION POINT Proceed according the published engine failure procedure, if no height published accelerate at minimum 1,500 ft. HAA. 15 APR 2009 2.2.7 Page 1 MD-11 FCOM Procedures 2.2 PROCEDURES & TECHNIQUES 2.2.7 Engine Failure PROCEDURE EVENT PF Engine failure/fire/ severe damage – Maintain directional control VR – Smoothly rotate at appr. 2.5_/second to attain V2 at 35 ft. AGL. After lift-off NOTE: Positive rate of climb and V2 – – – At 400 ft. HAA or above – Call “ENGINE FAILURE”. – State nature of failure. – After slats are retracted disarm spoiler handle and select AUTO BRAKE OFF. – Check MCT thrust is set. Command “SET TRACK/HEADING ...” Command “SET BANK LIMIT 15” if required. – At N-1 acceleration altitude – Accelerate. At VFR – Command “FLAPS ZERO” and “SET SPEED 250/VCL”. At VSR – Command “SLATS RETRACT”. – Call “ROTATE”. Command “GEAR UP”. Command “SET EO”. Command “SET RUNWAY TRACK” if required. Command “SET AUTOFLIGHT”. Command “TAKE ACTION”. – – – If engine failure occurs prior to attaining V2, accelerate to and maintain V2. If engine failure occurs between V2 and V2 + 10, maintain that airspeed. If airspeed is above V2 + 10, reduce to V2 + 10 and maintain airspeed until reaching acceleration height. Tail strikes may occur at rotation rates of 3.8_second or greater or pitch angles in excess of 12 below 35 feet AGL. Center the pitchbar to maintain speed (min V2 - max V2 + 10) Gear selected up and (anticipated) thrust loss Turn required PNF Clean configuration established and above ALL ENG ACCEL ALT Takeoff without use of PROF. 2.2.7 Page 2 – At N--1 acceleration altitude: S Select speed 250 knots or VCL whichever is higher. – After slats are retracted: S Select LEVEL CHANGE. (Above ALL ENG ACCEL ALT, MCT thrust is set) 15 APR 2009 MD-11 FCOM Procedures 3.2 2.2 PROCEDURES & TECHNIQUES 2.2.7 Engine Failure ENGINE FAILURE AFTER PASSING DIVERSION POINT When the diversion point has been passed, in principle follow the SID. Obstacle clearance is not assured. PROCEDURE EVENT PF (anticipated) Thrust loss – Maintain directional control At 400 ft. HAA or above – – Command “SET EO”. Command “SET SPEED HOLD”. Command “SET ALTITUDE”. Command “SET AUTOFLIGHT”. Command “TAKE ACTION”. – – – Clear of obstacles – Command “SET SPEED 250/VCL” At VFR – Command “FLAPS ZERO”. At VSR – Command “SLATS RETRACT”. NOTE: Clean configuration established and above ALL ENG ACCEL ALT PNF – Call “ENGINE FAILURE”. State nature of failure. – After slats are retracted disarm spoiler handle and select AUTO BRAKE OFF. If the aircraft is in a sustained turn, or in moderate or greater turbulence, slat retract may be delayed to a speed greater than VSR. – Check MCT thrust is set. NOTE: Upon command “SET ALTITUDE”, pull Altitude Selector and adjust FCP altitude if required. 15 APR 2009 2.2.7 Page 3 MD-11 FCOM Procedures 4. 2.2 PROCEDURES & TECHNIQUES 2.2.7 Engine Failure ENGINE FAILURE EN ROUTE PROCEDURE EVENT (anticipated) Thrust loss PF – Maintain directional control – Call “ENGINE FAILURE”. – – Command “SET EO”. Command “PRESET ALTITUDE”. Command “SET AUTOFLIGHT”. – – State nature of failure. Check MCT thrust is set. – – NOTE: – – – 5. PNF Command “TAKE ACTION”. Upon command “PRESET ALTITUDE”, preset/check FCP altitude below the MAX ENG OUT altitude. During climb, AFS will continue to climb (with the new two engine ECON speed target) when below the two engine maximum altitude. When above the two engine maximum altitude, the AFS will continue to climb with the drift down speed until it can no longer climb. During cruise, the AFS will maintain the current speed until the MCT thrust limit is reached, then the drift down speed will become the speed target. If an altitude below the MAX ENG OUT altitude is preset, the aircraft will start a slow descent with MCT thrust. If the actual altitude hold is above the MAX ENG OUT altitude, the aircraft will reduce speed to below VMIN and start descent if available thrust is not sufficient. N-1 APPROACH AND LANDING Procedures for approaches with one engine inoperative are identical to the all--engine approaches, with the following exceptions: – Use FLAPS 35 for landing. – Resetting rudder trim to zero before landing is left to the preference of the individual pilot. If the rudder trim is to be reset before landing, PNF will set the rudder to zero upon PF’s command. This must be accomplished well before reaching 500 ft. HAT, in order to ensure that PNF is available for monitoring during the latter part of the approach. – After main gear touchdown raise all reverse levers to the interlock. After nosewheel landing select reverse thrust on operating engines within controllable limits. 6. N-1 GO-AROUND The N-1 go-around procedure is the same as the all engine go-around procedure. 7. N-1 DURING GO-AROUND If an engine failure/fire/severe damage condition is detected during go-around, perform memory items at 400 ft. HAA or above. –oOo– 2.2.7 Page 4 15 APR 2009 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions Due to the variety of critical flight condition scenarios, procedures are intended as initial actions to counteract a direct threat. It is assumed that after recovery all relevant systems are reset. 1. EMERGENCY DESCENT Procedure – – – Altitude Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE/PULL S Preselect a lower altitude and pull altitude select knob to initiate descent in pitch mode. Initiate descent to 10,000 feet or minimum safe altitude, whichever is higher. SPOILER Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPD BRK FULL S Squeeze and pull SPOILER handle to SPD BRK FULL. WARNING: If structural damage is suspected or turbulence present, do not exceed .82 Mach/305 KIAS. – – 2. IAS/MACH Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT .85 MACH/320--350 KIAS. Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PITCH 10_/MAX BANK 30_ VOLCANIC ASH Refer to FCOM Volume II -- Emergency and Abnormal Procedures -- VOLCANIC ASH. Procedure If a volcanic ash cloud is inadvertently entered during flight, depart the area by the shortest route possible. Consider a descending 180 degree turn. – Do not use windshield wipers. Perform the following actions as rapidly as possible: – – – – – – – Autothrottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE Throttles (All) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE S Retard throttles to idle, terrain permitting. ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ON ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI--ICE SYSTEM MANUAL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL ENG ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 15 APR 2011 2.2.8 Page 1 MD-11 FCOM Procedures 3. 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions GROUND PROXIMITY The following procedures are mandatory after activation of a GPWS alert. CAUTION: Do not ignore short duration warnings. Take immediate action. The GPWS system provides notification to the crew at two levels depending on the urgency of the situation. The more critical cases provide warnings. The less critical cases provide cautions. 3.1 EGPWS WARNING Any of the following conditions are regarded as a GPWS warning: – Activation of the following GPWS aural alerts: “TERRAIN--TERRAIN, PULL--UP” or “PULL--UP”. – A solid red warning area displayed on the navigation displays (ND). – Red GROUND PROX message in the flight mode annunciator (FMA). If a GPWS warning is activated or at any moment unacceptable terrain closure is suspected, the Pull Up procedure must be performed: – Immediately apply maximum thrust. – Disengage the autopilot. – Rotate the aircraft at a rate of 3 degrees per second (similar to a normal takeoff rotation rate) to a 20° ANU pitch attitude. Trade airspeed for climb performance. If necessary (to prevent ground contact), continue to increase pitch attitude until stick shaker actuates. In this situation, consider use of emergency overboost by moving throttles to their mechanical limits (through the overboost stop). NOTE: If engine emergency overboost is used, enter the event into the log. Retract speedbrakes (if extended). Disregard the flight director. Roll wings level, unless required for obstacle avoidance. Do not change gear or flap configuration until terrain separation is assured. Monitor radio altitude for sustained or increasing terrain separation. After the GPWS warning ceases, continue climb to the applicable Minimum Safe Altitude. – – – – – – Flight at high pitch and low speed requires considerable aft control column force. Do not trim. Do not try to regain lost airspeed until clear of terrain. Recover from high pitch / low speed condition according the UPSET procedure. Pull Up Procedure PF – – – – – 2.2.8 Page 2 Thrust . . . . . . . . . . . . . . . MAX THRUST S If required, use emergency overboost. Autopilot . . . . . . . . . . . . . OFF Pitch . . . . . . . . . . . . . . . . 20° ANU S If required, adjust pitch attitude to obtain maximum climb performance. Speedbrakes . . . . . . . . . RETRACTED Roll . . . . . . . . . . . . . . . . . WINGS LEVEL PNF – – Radio Altitude . . . . . . . . ANNOUNCE Flight Path . . . . . . . . . . . MONITOR 4 FEB 2008 FCOM Procedures 3.2 MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions EGPWS CAUTION Any of the following conditions is regarded as a GPWS caution: – Activation of any of the following GPWS “CAUTION TERRAIN”, “TERRAIN--TERRAIN”, “TOO LOW TERRAIN”, “SINK RATE”, “DON’T SINK”, “GLIDESLOPE”, “TOO LOW FLAPS”, “TOO LOW GEAR”, or “BANK ANGLE” aural annunciations. – A solid yellow caution area displayed on the ND. – Amber GROUND PROX message in the FMA. Activation of the EGPWS Caution Pilot Flying must immediately correct the aircraft flight path. WARNING: If safe terrain clearance is in doubt, perform the Pull Up maneuver immediately until clear of terrain. NOTE: – SINK RATE may be disregarded below 500 ft. RA, but only if properly briefed and vertical speed is closely monitored. – GLIDE SLOPE may be disregarded in case of: S ILS back beam or circling approach. S change over to another runway on a visual approach. S when conditions require a deliberate approach below glideslope. S prior notification of unreliable G/S signal. – TOO LOW FLAPS and TOO LOW GEAR cautions always necessitate a go--around. 4. WINDSHEAR The Windshear Alert and Guidance System (WAGS) provides the best guidance through a windshear. The WAGS inhibits GPWS and TCAS warnings and alerts when windshear guidance is active. If the “WINDSHEAR” warning is activated or at any moment flight path deviations become unacceptable and windshear is suspected, either pilot calls: “WINDSHEAR”. Roll wings level, unless required for obstacle avoidance, before initiating the pitch increase. This maneuver may require a pitch attitude other than the initial 15° ANU to obtain the required terrain clearance or desired flightpath. Flight at intermittent stickshaker / initial buffet is the upper pitch limit. Smooth and steady pitch control will avoid attitude overshoot or (accelerated) stall. The Pitch Limit Indicator indicates the maximum angle of attack. If needed, consider use of engine emergency overboost by moving throttles to their mechanical limits (through the overboost stop). NOTE: If engine emergency overboost is used, enter the event into the log. Flight at high pitch and low speed requires considerable aft control column force. Do not trim. Do not change gear / flap configuration and do not try to regain lost airspeed until terrain clearance is no longer a factor. Recover from high pitch / low speed condition according the UPSET procedure. PNF primarily calls out radio altitude. Through these calls-outs, the PF is able to evaluate if present flightpath is effective. During this maneuver the PNF will coach the PF to the maximum extent to increase situation awareness or optimize pitch handling. NOTE: – – 4 FEB 2008 “WINDSHEAR” warning is delayed during sustained turn with bank angle greater than 15°. WAGS is inhibited until nose gear liftoff. 2.2.8 Page 3 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions Recovery Procedure J With Windshear Alert and Guidance System operative F On ground – Apply maximum thrust. No later than 600 m runway remaining: – Increase pitch angle to 12° ANU. Still no lift-off: – Increase pitch, if necessary even up to tail strike attitude. – Select engine emergency overboost. – Continue with ’In flight’. F In flight This procedure is intended primarily to minimize height loss. PF PNF – Either pilot calls: “WINDSHEAR” Leave AP and ATS engaged or follow FD commands. Thrust . . . . . . . . . . . . . . . MAXIMUM THRUST S If required, use emergency overboost. GA button . . . . . . . . . . . . PUSH Roll . . . . . . . . . . . . . . . . . WINGS LEVEL Speedbrakes . . . . . . . . . RETRACTED – – – – – – – Radio Altitude . . . . . . . . ANNOUNCE Flight Path . . . . . . . . . . . MONITOR J Without Windshear Alert and Guidance System operative F On ground and decision is made to continue the take-off – Apply maximum thrust. At VR, but not later than 600 m runway remaining: – Rotate to 12° ANU. Still no lift-off: – Increase pitch, if necessary even up to tail strike attitude. – Select engine emergency overboost. – Continue with ’In flight’. F In flight This procedure is intended primarily to minimize height loss. PF PNF – – – – – – – – 2.2.8 Page 4 Either pilot calls: “WINDSHEAR” Autopilot . . . . . . . . . . . . . OFF Autothrottle . . . . . . . . . . OFF Thrust . . . . . . . . . . . . . . . MAXIMUM THRUST S If required, use emergency overboost. GA button . . . . . . . . . . . . PUSH Roll . . . . . . . . . . . . . . . . . WINGS LEVEL Pitch . . . . . . . . . . . . . . . . 15° ANU Speedbrakes . . . . . . . . . RETRACTED – – Radio Altitude . . . . . . . . ANNOUNCE Flight Path . . . . . . . . . . . MONITOR 4 FEB 2008 MD-11 FCOM Procedures 5. 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions TCAS WARNINGS Traffic Advisory (TA) A TA informs the crew about traffic in the vicinity. After a TA try to establish visual contact with the intruder. Resolution Advisory (RA) A RA advises the crew about maneuvers to be followed to avoid collision with conflicting traffic. After an RA the following procedure becomes mandatory and requires immediate action, unless the PF determines that this jeopardizes safe operation of the aircraft: PF – – Disengage AP(s). Follow TCAS command(s) until clear of conflicting traffic. PNF – – Check outside. Inform ATC. “Monitor vertical speed” is spoken once if there is a softening of the advisory from a previous corrective advisory. CAUTION: Longitudinal control forces at high altitude will be light (e.g. aft center of gravity). NOTE: Pushing the AP disconnect switch during an RA will always remove the FD bars from view. This occurs with the autopilot on or off. The TCAS “Clear of Conflict” advisory will automatically return the FD bars into view. Use positive control inputs in the direction and with the magnitude TCAS advises, while attempting to sight the conflicting traffic. For TCAS to properly function, initial vertical speed response is expected within 5 seconds of an RA with maneuvering G forces similar to those felt when responding to an ATC clearance to climb or descend “immediately”, (approximately +0.25 G change in load factor). If possible, visually confirm the necessity and suitability of the avoidance maneuver but, recognize that any other aircraft seen visually may not necessarily be the threat aircraft or the only aircraft TCAS is responding to. Respond immediately to any increase or reversal RA maneuver advisories. Initial vertical speed response to an increase or reversal RA is expected by TCAS within 2--1/2 seconds of issuance of the advisory; use a maneuvering G force of approximately +0.35 G change in load factor. CAUTION: – – 4 FEB 2008 Once the RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II - to - TCAS II coordination may be in progress with the intruder airplane, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the other airplane’s compliance with the RA. If a conflict exists between ATC clearance and RA, follow the Resolution Advisory and advise ATC. 2.2.8 Page 5 FCOM Procedures 6. MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions STALL General A stall is flight beyond the critical angle of attack. A stall is characterized by a combination of: – buffeting – inability to arrest descent – continuous stickshaker. Procedure This procedure is intended to recover from a more or less level flight (approach to) stall condition. – – – – – – – Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM THRUST Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5° ANU(0° for high levels) Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND S In clean configuration at low altitude. If ground contact is imminent, adjust pitch attitude to avoid terrain contact and select emergency overboost. Flight at intermittent stickshaker is the upper pitch limit. 7. UPSET 7.1 GENERAL An upset can generally be defined as unintentionally exceeding the following conditions: – Pitch attitudes greater than 25° nose up, or – Pitch attitude greater than 10° nose down, or – Bank angle greater than 45° , or – Within above parameters, but flying at airspeeds inappropriate for the conditions. Situation awareness should be established primarily by reference to flight instruments: – Locate the sky pointer. – Determine pitch attitude. – Locate the horizon line. – Visual cues, if available, may also contribute significantly. Smooth and steady pitch control during recovery, especially at high altitude, will avoid excessive g-loads, overcontrolling or (accelerated) stall. Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the aircraft is not stalled. Abrupt or uncoordinated rudder may lead to structural damage, large side slip angles or excessive roll rate. The following techniques assume the aircraft is not stalled. A stalled condition can exist at any attitude and may be recognized by continuous stick shaker activation accompanied by one or more of the following: – Buffeting, which could be heavy at times. – Lack of pitch authority and/or roll control. – Inability to arrest descent rate. If the aircraft is stalled, recovery from the stall must be accomplished first by applying and maintaining nose down elevator until stall recovery is complete and stick shaker activation ceases. 2.2.8 Page 6 4 FEB 2008 FCOM Procedures 7.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions BANK ANGLE – – – 7.3 MD-11 2.2 Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Release elevator control backpressure and roll the shortest way towards the sky pointer. NOSE HIGH WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads. – – – – – – – Recognize and confirm the situation. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Roll (adjust to obtain a nose down pitch rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX. 60° BANK Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWARDS HORIZON Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED Approaching the horizon: – Fly to a wings level, slightly nose low attitude. – Adjust thrust and pitch to establish an appropriate airspeed and attitude. 7.4 NOSE LOW WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads. – – – – Recognize and confirm the situation. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Roll in shortest direction (unload and roll if bank angle more than 90° ) . . . . WINGS LEVEL J Airspeed High – Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE – Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWARDS HORIZON – Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND J Airspeed Low – Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM THRUST – Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Establish appropriate pitch attitude. – Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED –oOo– 4 FEB 2008 2.2.8 Page 7 FCOM Procedures MD-11 2.2 PROCEDURES & TECHNIQUES 2.2.8 Critical FLight Conditions INTENTIONALLY LEFT BLANK 2.2.8 Page 8 4 FEB 2008 2.3 FCOM Procedures 2.3.1 MD-11 NORMAL PROCEDURES Table of Contents GENERAL 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. . Normal Procedures and Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. 2.3.2 Operating With System Controller(s) in Manual . . . . . . . . . . . . . . . . . . . . . . . . page 4 EXPANDED NORMAL PROCEDURES 1. Captain’s Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. FO’s Cockpit Preparation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 3. Final Cockpit Preparation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13 4. Before Starting / Pushback Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14 5. Before Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 15 6. Taxi-out Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16 7. Before Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 17 8. After Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 17 9. Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 19 10. Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20 11. Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20 12. Taxi-in Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 21 13. After Parking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 22 14. Termination Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 24 2.3.3 NORMAL CHECKLIST –oOo– 17 SEP 2007 ToC Page 1 2.3 FCOM Procedures MD-11 NORMAL PROCEDURES Table of Contents INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.3 NORMAL PROCEDURES 2.3.1 General INTRODUCTION This section contains detailed procedures necessary for conducting a normal flight in a safe and orderly manner. These procedures are specifically designed to be used with all system controllers operating in automatic mode. For operation with any system controller in the manual mode refer to OPERATING WITH SYSTEM CONTROLLER(S) IN MANUAL in this section. Procedures are listed in phase of flight sequence, starting with preparation at the aircraft for flight, and extending through post--flight duties at destination. 2. NORMAL PROCEDURES AND CHECKLIST Normal Operating Procedures The Normal Operating Procedures are amplified where necessary to provide more detailed information. In some cases the amplification is contained in Supplemental Procedures or the Procedures & Techniques section of the FCOM. All items of a given procedure are intended to prepare the aircraft for the next phase of flight. They are listed in a sequence which follows a standard scan pattern except when logic of actions requires a different priority. Scan sequence is used to ensure that panels are thoroughly inspected so that specific actions and observations will be performed. In principle, each procedure is initiated by PNF (PF when on blocks) and intended to be completed from memory. When procedures are completed (or if procedure is not initiated), checklists are to be accomplished when procedurally called for to ensure required and essential procedures have been accomplished in an appropriate manner. During the Preparation Procedure the Captain and First Officer have their own specific tasks, independent of who will be PF. From the Before Starting Procedure onwards, the division of duties will be PF/PNF. Checklist Philosophy After completion of the normal procedures for a given task or phase of flight, a checklist is normally used to verify systems are correctly configured and/or specific actions have been performed. The Normal Operating Procedures contain detailed procedures to be followed in order to properly comply with each item contained in the checklists. Checklists do not include all items listed in the Normal Operating Procedures. All items printed in bold in the section Expanded Normal Procedures are checklist items. Checklists are initiated at the PF’s command, except the Preparation Checklist which is initiated by the Captain. All checklists, except the After Takeoff and Taxi--in Checklists, are challenge--and--response. The After Takeoff and Taxi--in Checklists are silent checklists accomplished by the PNF. Checklist reading is done by the PNF, except the Preparation Checklist which is read by the First Officer. Reading the applicable checklist header, announce in which mode the mentioned System Controller is operating. The responses will be made by the other crewmember when the aircraft is on blocks and by the PNF when the aircraft is off blocks. Both crewmembers will respond to items affecting aircraft configuration. These items are flaps/slats, stabilizer trim, spoilers, landing gear and autobrakes. When practical, it is the reader’s responsibility to visually check that the action taken agrees with the response. When a crewmember reading the checklist has ascertained that all items have been completed, he will announce that the appropriate checklist has been completed by stating “__________ Checklist complete.” 15 APR 2009 2.3.1 Page 1 MD-11 FCOM Procedures 2.3 NORMAL PROCEDURES 2.3.1 General Performing Procedure: CAPTAIN’s and FO’s PREPARATION: FINAL COCKPIT PREPARATION Preparation phase before departure. : Ships papers on board, both pilots present. BEFORE STARTING/ PUSHBACK : Aircraft ready for engine start or pushback. BEFORE TAXI : The procedure may be initiated when engines are stabilized at idle thrust. Taxi clearance may only be obtained after completion of the Before Taxi Checklist. TAXI-OUT : During taxi out. BEFORE TAKE-OFF : Approaching the departure runway; no delay expected. AFTER TAKE-OFF : First part: safe climb established in clean configuration (if possible). Second part: when passing 10,000 ft AGL. DESCENT : Prior reaching top of descent. APPROACH : When passing 10,000 ft AGL. LANDING : As stated in Procedures and Techniques - Approach Procedure. TAXI-IN : Clear of the landing runway unless a taxi--back maneuver is required. In the latter case the checklist should be delayed until completion of the 180 turn. AFTER PARKING : At the parking position; parking brakes set. TERMINATION : Before leaving the aircraft unattended either by maintenance or by flight crew. Transit Check During a transit stop (quick turn--around), certain items of the Preparation procedure are not required when the following conditions are met: 1. 2. 3. 4. No crew change made during the turn--around. At least one crew member remains with the aircraft. All aircraft electrical buses remain powered during the entire turn--around. No maintenance actions other than normal service items are performed. The items which are not required in this case are: 1. 2. 3. 4. 5. Engine and APU fire test. GPWS warning test. Takeoff warning test. Crew oxygen mask check. Nav equipment check. NOTE: These items are marked with an asterisk (*) in the Preparation procedure as well as in the Preparation checklist. 2.3.1 Page 2 17 SEP 2007 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.1 General Panel Scan and Cockpit Preparation The Preflight Panel Scan illustration describes the flow of the panel scan and Cockpit Preparation Checklist. If both pilots are present for the panel scan each would complete his/her portion of the panel scan, then both would perform the checklist. If one pilot is not present during the panel scan the other pilot would normally complete all of the panel scan. 8 JAN 2007 2.3.1 Page 3 FCOM Procedures 3. MD-11 2.3 NORMAL PROCEDURES 2.3.1 General OPERATING WITH SYSTEM CONTROLLER(S) IN MANUAL If any system controller is operated in the manual mode, the additional manual procedure checklists must be accomplished as a challenge--do--verify checklist. The header of the checklist will identify the system(s) that has additional manual procedure items for that phase of flight, the applicable procedures are on the inside of the Normal Checklist. During the preparation procedure the First Officer will normally accomplish the additional manual procedure when the respective system is set during the scanflow by use of the Normal Checklist. These are then checked when reading the Preparation Checklist. For all other procedures, the manual procedure checklist is performed when the relevant normal checklist is read. The PNF will first verify the header of the checklist and, if the system operated in manual is identified in the header, first accomplish the manual procedure checklist for that system, before continuing with reading the normal checklist. Reading of the manual procedures checklist is done as follows: – PNF announces the title of the normal checklist. – The PNF announces the manual procedure reference (e.g. “FUEL”) – The PNF reads the relevant manual procedure items, including the response. – On blocks the Captain or PF makes the selection and off blocks the PNF. – The normal checklist is then read. –oOo– 2.3.1 Page 4 8 JAN 2007 MD-11 FCOM Procedures 1. 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures CAPTAIN’S COCKPIT PREPARATION PROCEDURE Before initiating this procedure verify the FO has completed the first five items of the FO’s PREPARATION PROCEDURE (dashed line). If the FO has not completed these items the first person arriving at the aircraft must accomplish these items to ensure the proper configuration prior to establishing power to the aircraft. * NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CKD S Check validity and proper contents of left nav bag for all stretches of the flight. – Serviceability S Examine AML / CML for previous discrepancies. Observe that uncorrected items not required for dispatch are placarded appropriately and so noted in the ATL. Verify the preflight inspection has been performed and signed off. Verify that the aircraft has been signed off with a statement “Release to Service” in the AML. Refer to AML instructions for use, inserted in front of the ATL. Ensure that both pilots have reviewed the status of the ATL. S Push each cue switch and check SD for synoptic completeness, faults, proper fluid quantities and system configuration. – IRS Panel S IRS Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV – Check IRU IN ALIGN message displayed on the EAD. – Observe CARGO FIRE TEST alert is displayed on EAD. If moving NAV/OFF selector does not initiate the test or CRG FIRE TST FAIL alert is displayed on the EAD, a manual cargo fire test must be performed. NOTE: – NAV OFF lights remain on during the alignment phase. MANUAL CARGO FIRE TEST – CARGO FIRE MANUAL TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH and HOLD (until CARGO FIRE TEST alert is displayed on EAD) NOTE: – – – During the test, the CRG FLO FWD DISAG and CRG FLO AFT DISAG alerts may be displayed. Failed heat or smoke detectors are displayed on the AIR synoptic as amber rectangles with an F inside. Passed heat detectors are displayed as amber circles and passed smoke detectors are displayed as amber triangles. IRS Initialization S Initialize the IRS after both pilots have checked the LAT and LONG position on the GNS POS line using their own documentation (use gate position or most accurate latitude and longitude as a reference). 15 APR 2009 2.3.2 Page 1 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/___hPa S On ECP: – IN/HP Changeover Button . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – Outer BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH – Inner BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH – Outer MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BARO – Inner MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET EO ACCEL ALT – MAG/TRU Changeover Button . . . . . . . . . . . . . . . . . . . . . . MAG – ND Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – VOR/ADF switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – Display Option switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED – WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT S On FCP: – IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAS 250 – HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RWY HDG – Bank Angle Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO – AFS OVRD OFF Switches . . . . . . . . . . . . . . . . . . . . . . . . . . UP – Altitude Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIAL ALT ___ FT * Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100% S Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S INT Volume Knob on ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Mask Storage Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED S Normal/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% S EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . NORMAL S Simultaneously: – RESET/TEST Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD – EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD – INT/RADIO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INT S Check: – Oxygen flow is constantly audible via the speakers. – Oxygen flow indicator shows yellow cross. S Release INT/RADIO Switch, RESET/TEST Lever and EMERGENCY Pressure Selector. Check oxygen flow indicator turns black. – SISP on Captain’s Auxiliary Panel S CAPTAIN’S EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . AUX Check normal presentation on Captain’s DUs. S Captain’s EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . . . 1 S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – Static Air Selector S Ensure STATIC AIR selector is in NORM – Display Units S Confirm display units are powered and appropriate indications are displayed. NOTE: Autopilot box will remain amber until V speeds are confirmed and IRU’s are aligned. Autothrottle box will remain amber until an engine is started. 2.3.2 Page 2 4 FEB 2008 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Clock S Observe that the time on clock on the ND is correct. Reset the elapsed time on clock/chronograph to zero. NOTE: – – If the time is incorrect, it must be reset at the maintenance control panel. Cyan elapsed time display will be reset when V2 is entered for the next flight. – PA System S Announce via PA: ’CABIN CREW -- PA CHECK FROM THE FLIGHTDECK’. S Obtain confirmation of audibility by (S)Purser. – Communication S CRP-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-2 S Select an appropriate handling station frequency on VHF--2, if available. – Audio Control Panel S Select the desired transmitter by pushing the associated MIC/CALL switch. – Final Cockpit Preparation S Continue final cockpit preparation with both pilots present. 15 APR 2011 2.3.2 Page 3 FCOM Procedures 2. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures FO’S COCKPIT PREPARATION PROCEDURE The first five items of the FO’s COCKPIT PREPARATION PROCEDURE (dashed line) must be accomplished prior to establishing power to the aircraft to ensure proper configuration and prevent damage to equipment or injury to personnel. – Circuit Breakers S Observe all circuit breaker panels and verify circuit breakers are set (some may be tripped and collared). If a circuit breaker is tripped and not collared, notify maintenance). – Serviceability S Examine AML / CML for previous discrepancies. Observe that uncorrected items not required for dispatch are placarded appropriately and so noted in the ATL. Verify that the preflight inspection has been performed and signed off. Verify that the aircraft has been signed off with a statement “Release to Service” in the AML. Refer to AML instructions for use, inserted in front of the ATL. Ensure that both pilots have reviewed the status of the ATL. S Push each cue switch and check SD for synoptic completeness, faults, proper fluid quantities and system configuration. NOTE: The SD pages check may be postponed when aircraft power is not available yet. – Emergency Equipment The following equipment should be checked for general condition and stowage: S Flashlights (4x) S Life vests (4x) S Protective Breathing Equipment unit (1x) S Halon fire extinguisher (1x) S Fire protective gloves (1 pair) S Axe (1x) S Preparation Evacuation Directives (1 pair) S Escape ropes (2x) – Cockpit Safety Items S Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Fuel Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED S SPOILER Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/DISARMED S FLAP/SLAT Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RET S GEAR Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN S FUEL DUMP EMER STOP Switch . . . . . . . . . . . . . . . . . . . . . . . GUARDED S DUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED S MANF (Manifold Drain) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED CAUTION: – Damage to the center gear may occur if the center gear is chocked or the parking brake is set when the aircraft is being loaded or unloaded. Emergency Power S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ---------------------------------------------------------------------------------------------------------------------------------------------------------------------- 2.3.2 Page 4 15 APR 2009 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Battery S BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Check BAT OFF and BAT BUS OFF lights out. – Check EMER PWR OFF light on. NOTE: An external warning horn will sound if the battery is selected on and the AC buses are not powered for more than 15 sec. – External Power S If EXT PWR AVAIL light is on: – EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S If GLY EXT PWR AVAIL light is on: – GLY EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON * Engine and APU Fire Test S Push the ENG/APU FIRE TEST button and check: – ENG and APU FIRE Handle lights are on. – FUEL Switch lights are on. – If external power is on: S MASTER WARNING lights flash. S Fire bell sounds. S Level 3 aural warning sounds. S APU and ENG 1, 2 and 3 FIRE alerts on EAD. S While holding the ENG/APU FIRE TEST button, push either MASTER WARNING light to extinguish both lights and silence the aural warnings. – If external power is not on: S Repeat Engine and APU Fire Test after AC buses are powered. – APU Power S Check APU ON light not flashing. S APU PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Check APU PWR AVAIL light on ELEC panel and APU ON light on APU panel flashing during APU start. If APU PWR AVAIL and APU ON lights do not flash: S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Check APU ON light flashes during APU start. – When APU ON light and APU PWR AVAIL light on ELEC panel are on steady: S APU PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Check APU PWR ON light on. When start cycle is completed, check: S APU PWR AVAIL and ON lights on. S All DC and AC OFF lights out. S AC TIE ARM lights on. NOTE: “BAT CHARGING” alert may be displayed on the EAD for approximately 5 minutes after APU start. – 4 FEB 2008 Air APU S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – With AIR system in auto, check PACK FLOW lights out. 2.3.2 Page 5 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – Gear Pins S Check five pins and two door maintenance safety hooks. * NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CKD S Check validity and proper contents of the right and third nav bag for all stretches of the flight. – EVAC Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM S EVAC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM – Cargo Fire Panel S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S AGENT DISCH Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED – Generator Bus Fault Reset Panel S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT NOTE: When aircraft is powered by main external power only, GALLEY BUS OFF lights will be on. – Cargo Temp Panel S FWD Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO S AFT Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4° NOTE: – – – FADEC Mode Panel S ENG IGN OFF Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S All Other Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – HYD Panel S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S HYD SYS 1, 2 and 3 PRESS Lights . . . . . . . . . . . . . . . . . . . . . . ON – ELEC Panel S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S SMOKE ELEC/AIR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM S DRIVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED S CAB BUS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM – Observe OFF light extinguishes NOTE: – – – – 2.3.2 Page 6 Special cargo may require a different temperature setting, refer to NOTOC. If the AFT CARGO TEMP selector is set to the full COLD position, an erroneous “CARGO TEMP CTL OFF” alert will be displayed. To detect a possible APU starter relay fault the EMER PWR Selector must be selected to ARM after the APU has started and before engine start. A successful Emergency power test assures that no fault has occured in the APU starter relay. Selecting ARM initiates the emergency power test, do not perform emergency power test if “BAT CHARGING” alert is displayed. During this test the EMER PWR ON light illuminates for 30 sec. In case emergency power test fails, “EMER PWR TST FAIL” alert will be displayed on the EAD. “BAT CHARGING” alert may be displayed, following the emergency power test. 15 APR 2011 MD-11 FCOM Procedures – 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures AIR Panel S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S Temperature Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 O’CLOCK POS S ECON OFF Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S MASK Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED AIR MANUAL – – 1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – FUEL Panel S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT FUEL MANUAL – – Select FUEL on system display. Push each tank pump switch and observe OFF lights extinguish. On FUEL synoptic, observe each pump indicates on and no pump indicates low pressure. Push each tank pump switch to OFF and observe OFF light illuminates and FUEL synoptic indicates each tank pump off. Push and hold tank 1 and 3 FILL switches and observe ARM lights illuminate and remain illuminated while switch is held. On FUEL synoptic, observe fill valve spigots are displayed. Release FILL switches. NOTE: – – – – – Tank 1 and 3 fill valves will remain armed after switch is released and spigots will remain displayed if tank 2 contains more than 40,000 pounds/18,144 kilograms. If FILL switch ARM lights remain illuminated, push tank 1 and 3 FILL switches and observe ARM lights extinguish. On FUEL synoptic, observe fill valve spigots are no longer displayed. Push each XFEED switch to ON. DISAG light will illuminate momentarily as valve transitions to on. Observe crossfeed valves are open on FUEL synoptic. Push each XFEED switch and observe ON light extinguishes. DISAG light will illuminate momentarily as valve transitions to off. Observe crossfeed valves are closed on FUEL synoptic. Push tank 1, 2 and 3 TRANS switches to ON. On FUEL synoptic, observe tank 1, 2 and 3 TRANS pumps indicate on and no pump indicates low pressure. Push 1, 2 and 3 TRANS switches and observe ON lights extinguish. On FUEL synoptic, observe pumps indicate off. If aux tank contains usable fuel, push AUX TANKS L and R TRANS switches to ON. On FUEL synoptic, observe each pump indicates on and no pump indicates low pressure for a tank that contains usable fuel. Upper aux fill valve spigot is displayed. Push tank 2 FILL switch and observe ARM light illuminates. On FUEL synoptic, observe fill valve spigot is displayed. (Continued on next page.) 4 FEB 2008 2.3.2 Page 7 MD-11 FCOM Procedures 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures FUEL MANUAL (Continued from previous page.) NOTE: – – 2.3.2 Page 8 Tank 2 fill valve will not remain armed without an auxiliary transfer pump on. Push AUX TANKS L and R TRANS switches and observe ON lights extinguish and ARM light for tank 2 FILL switch extinguishes when both L and R TRANS switch ON lights are extinguished. On FUEL synoptic, observe each pump indicates off and fill valve spigot for tank 2 is no longer displayed. If tail tank contains usable fuel, push TAIL TANK TRANS and ALT PUMP switches to ON. On FUEL synoptic, observe each pump indicates on, no pump indicates low pressure, and upper aux fill valve spigot is displayed. Push TAIL TANK TRANS and ALT PUMP switches and observe ON lights extinguish. On FUEL synoptic, observe each pump indicates off and fill valve spigot for upper aux tank is no longer displayed. – No smoking / Seat belts S NO SMOKE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Exterior Lights S NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED S All Other Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Service Interphone Panel S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – FLT TRK and PASS TEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – APU Panel S FUEL, FAIL, DOOR and APU GEN OFF Lights . . . . . . . . . . . OUT 4 FEB 2008 FCOM Procedures * MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Ground Proximity Warning System S GPWS Terrain Override Switch . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY NOT OVRD S WXR/TERRAIN display mode on both ND’s . . . . . . . . . . . . . . TERRAIN S WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRT S GPWS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST (momentarily) Check: – Aural warning ’GLIDE SLOPE’ sounds. – BELOW G/S light illuminates and extinguishes. – G/S INHIBIT illuminates and extinguishes. – “GPWS FAULT” and “TERRAIN FAIL” alert are displayed on the MISC page. – Terrain test pattern displayed on each ND (only with IRU’s aligned) – TERRAIN TEST message displayed on the ND’s. – Red “GROUND PROX” alert flashes three times on FMA. – Amber “GROUND PROX” alert flashes once on FMA. – Aural alert ’PULL UP’ sounds. – Aural alert ’TERRAIN TERRAIN -- PULL UP’ sounds. NOTE: If a check of all aural annunciations is desired, hold GPWS switch until ’GLIDESLOPE’ is heard on cockpit speakers. Test will continue when switch is released. – AFS Panel S FLAP LIMIT Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO S ELEV FEEL Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – Cabin Press Panel S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S CABIN PRESS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN S DITCHING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED – Anti-Ice / Windshield Panel S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – FUEL USED RESET Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH NOTE: If FUEL USED RESET Button is reset after engine start, a ’’FUEL QTY/USED CHK” alert may be displayed in flight. 4 FEB 2008 2.3.2 Page 9 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/__hPa S on ECP: – IN/HP Changeover Button . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – Outer BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH – Inner BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH – Outer MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BARO – Inner MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET EO ACCEL ALT – MAG/TRU Changeover Button . . . . . . . . . . . . . . . . . . . . . . MAG – ND Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED – VOR/ADF switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – Display Option Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED – WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT S on FCP: – IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAS 250 – HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RWY HDG – Bank Angle Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO – AFS OVRD OFF Switches . . . . . . . . . . . . . . . . . . . . . . . . . . UP * Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100% S On F/O’s side: – OXY QTY/LINE PRESS Switch . . . . . . . . . . . . . . . . . . . . . . OXY QTY Check oxygen supply is within outer white band. – OXY QTY/LINE PRESS Switch . . . . . . . . . . . . . . . . . . . . . . LINE PRESS Check line pressure is within inner white band. S Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S INT Volume Knob on ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Mask Storage Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED S Normal/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% S EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . NORMAL S Simultaneously: – RESET/TEST Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD – EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD – INT/RADIO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INT S Check: – Oxygen flow is constantly audible via the speakers. – Oxygen flow indicator shows yellow cross. S Release INT/RADIO Switch, RESET/TEST Lever and EMERGENCY Pressure Selector. Check oxygen flow indicator turns black. – SISP on F/O’s Auxiliary Panel S F/O’s EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT – STATIC AIR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM – Display Units S Confirm display units are powered and appropriate indications are displayed. NOTE: Autopilot box will remain amber until V speeds are confirmed and IRU’s are aligned. Autothrottle box will remain amber until an engine is started. 2.3.2 Page 10 4 FEB 2008 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Clock S Observe that the time on clock on the ND is correct. Reset the elapsed time on clock/chronograph to zero. NOTE: – – If the time is incorrect, it must be reset at the maintenance control panel. Cyan elapsed time display will be reset when V2 is entered for the next flight. – Landing Gear Indications S CTR GEAR NORM/UP Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT S Green NOSE, LEFT, CTR and RIGHT Lights . . . . . . . . . . . . . ON S Red NOSE, LEFT, CTR and RIGHT Lights . . . . . . . . . . . . . . . OUT S CONFIG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT – Gear indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL GREEN – Pull gear handle down out of down detent but not up. – Gear lights on instrument panel and synoptic . . . . . . . . . ALL RED – Release gear handle to down detent. – Gear indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL GREEN – Standby Instruments S Standby altimeter and airspeed indicator: – Check airspeed approximately zero. – Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH SET S Standby attitude indicator: – Check attitude indicator erect and no flags. – FMS S Insert/check appropriate data. * Takeoff Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Throttle Overboost Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Throttle 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD – Warning horn sounds. S Throttle 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE – Warning horn is silenced. S Throttle 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD – Warning horn sounds. S Throttle 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE – Warning horn is silenced. – Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Check all items presented on the STATUS Page. All alerts in the MAINT section must be covered by an AML entry and require maintenance action. 4 FEB 2008 2.3.2 Page 11 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – Communication S CRPs: – CRP-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-1 – CRP-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-3 – Set frequencies as desired, use CRP-1 for ATC. Leave CRP-3 active window on ACARS as much as practicable. S ACPs: – NAV Receiver Volume Knobs . . . . . . . . . . . . . . . . . . . . . . . . OFF – Required Radio Volume Knobs . . . . . . . . . . . . . . . . . . . . . . ON – Required Radio MIC/CALL Switch . . . . . . . . . . . . . . . . . . . MIC S Adjust speaker volume. – Radar S GAIN Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 O’CLOCK POS S MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST – Test pattern will be displayed. S MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S SYS Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET – Select system 1 when pilot in LH seat is PF. – Select system 2 when pilot in RH seat is PF. S TILT Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5° UP – Transponder S XNPDR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET – Select transponder 1 when pilot in LH seat is PF. – Select transponder 2 when pilot in RH seat is PF. S Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY S TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH – The PFD will show RA recommended vertical speed, while the ND shows the four threat level symbols/data tags. A satisfactory test will be verified by an aural message. S ABV/N/BLW Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED S Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 SET – Select transponder code 2000. – Rudder / AIL Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Set aileron and rudder trim to zero. – ADG RELEASE Handle S Verify ADG RELEASE handle is full down and safetied. – Ships Papers S Confirm ships papers are on board conform OM part A and accomplish Final Cockpit Preparation with both pilots present. 2.3.2 Page 12 4 FEB 2008 FCOM Procedures 3. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures FINAL COCKPIT PREPARATION PROCEDURE – Departure Briefing S For Departure Briefing refer to OM part A -- BOM. – Fuel Quantity S Determine weight of fuel loaded and add this amount to the value recorded prior to fueling. Compare these values against total fuel quantity indicated. NOTE: Whenever the difference between compared total fuel value is 1,800 kilograms or greater, magnetic stick readings should be considered as actual fuel on board. S S Verify total quantity indication on secondary engine display equals the sum of the individual FUEL QTY indicator readings. Compare total fuel with flight plan requirements and verify fuel is correctly distributed. NOTE: Fuel may remain in the upper aux tank prior to engine start due to automatic fuel preflight test. – FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CKD S Enter/check appropriate data. – FLAP T.O. SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET S Set FLAP T.O. SEL to take-off flap setting. If take-off flap setting is 28, set FLAP T.O. Selector to 10. – FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 kt/VCL, whichever is higher S HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY RWY HDG S Altitude Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET – AIR Panel S PAX LOAD Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Set according number of passengers. – IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI – Check TAXI displayed on IAS scale in white. 15 APR 2011 2.3.2 Page 13 FCOM Procedures 4. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures BEFORE STARTING/PUSHBACK PROCEDURE AIR MANUAL – – – 1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FUEL MANUAL – Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Apply brakes and pull the PARK BRAKE lever. Release foot pressure. S Check PARK light on and brake pressure is normal (min. 2,400 psi). – If brake pressure is low, temporarily select AUX PUMP 1 on. – SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Doors / Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED / LOCKED S Ground Engineer will advise all doors are closed. S Check clearview windows are closed and carriage links are overcenter. S Check latch handles are in locked position. S Check latches at the rear of the windows. S Cockpit door closed and locked. S Check Cockpit Entry Video System is turned on. Just before asking for push--back or start--up (whichever is earlier): – Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR When push-back and/or start-up clearance has been obtained: – AUX HYD PUMP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Check brake system 2 pressure in white band – BCN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A or B S ENG IGN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET – Select system A when pilot in LH seat is PF. – Select system B when pilot in RH seat is PF. – Check applicable light on. NOTE: If only external power is available during engine start, select EXT PWR Switch off before ground equipment is removed. At first movement or just prior to engine start--up, whichever comes first: – 2.3.2 Page 14 Slide Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S PF Announces via PA: ’CABIN CREW -- ARM SLIDES’. S Check “DOOR OPEN” alert on EAD is removed. 15 APR 2009 MD-11 FCOM Procedures 5. 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures BEFORE TAXI PROCEDURE HYD MANUAL – – – – – – – – 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF AUX PUMP 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF Pressure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON S Verify R PUMPs have been commanded ON and pressure indicates in normal range. L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARM S Verify R PUMPs indicate ARM after a delay of approximately 20 seconds 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AIR MANUAL – – – 1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ANTI-ICE MANUAL – Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF S When icing conditions exist or are anticipated during ground operation and/or for take-off, select WING, TAIL and ENG ANTI ICE Switches to ON. Disregard “NO ICE DETECTED” alert (if displayed) until after take-off. – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF – If APU START/STOP ON light on: S On ELEC page check APU electrical power is not in use. S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: If due circumstances (e.g. Starter Valve Manual Operation) any other personnel than the pushback driver is present in the vicinity of the aircraft, delay any aircraft configuration change until an all clear signal. – FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __ S Verify FLAP T.O. SEL is set as required. S Move FLAP/SLAT handle to required position for takeoff. S Verify position of FLAPS/SLATS on PFD. – Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD Move SPOILER Handle to raised position. – AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. S AUTO BRAKE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. Check: – ANTI-SKID OFF light out. – AUTOBRAKE T.O. annunciated on EAD. – ABS DISARM light out. NOTE: – 4 FEB 2008 The ABS DISARM lights will be on for approximately 3 seconds as a system test is performed. 2.3.2 Page 15 FCOM Procedures NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET Verify/set STAB trim as required for takeoff. – Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED Obtain visual verification from ground crew that all is clear before conducting the Flight Control Check. – Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD Each pilot will independently conduct the aileron rollout check. S S S S Select CONFIG synoptic on system display. PF: – Rotate control wheel to full left and full right. Observe green aileron and spoiler boxes indicate full deflection. – Rotate control wheel to neutral position. Observe ailerons are deflected symmetrically and spoiler boxes indicate neutral position. – Move control column full forward and then full aft, then neutral. Observe corresponding green indication of ELEV boxes. – Hold nosewheel steering to prevent nosewheel movement. – Operate rudder pedals full left, full right, then neutral. Observe UPR and LWR RUD position boxes for corresponding green indications. PNF: – Rotate control wheel to full left and full right. Observe green aileron and spoiler boxes indicate full deflection. Select ENG page. NOTE: – – – – 6. MD-11 2.3 To prevent damage and for correct detection of system behavior, the movement of control surfaces should be performed in a deliberately slow manner. If the appropriate display of a green box is not achieved while performing the individual aileron rollout, it is permissible for the assisting pilot to simultaneously rotate his control wheel (approximately 135_) to achieve the aileron green box indication. This should be noted in the AML. Aileron symbols on CONFIG synoptic will be displayed symmetrically deflected down when control yoke is level. Additionally, there will be a noticeable increase in force required to rotate control wheel through approximately the final one--third of travel. This increased force is evidence that one or both of the downward moving ailerons have reached full travel. Green aileron and spoiler boxes will be displayed at full deflection. Any test that does not result in the appropriate display of green boxes requires maintenance prior to takeoff. TAXI-OUT PROCEDURE – Take-Off Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Confirm proper runway and V--speeds are selected and set. S Check TAKEOFF page for correct settings. S Check EAD for correct T/O thrust limit. S Confirm FCP is set according departure clearance. S Arm NAV and PROF modes (if desired) NOTE: If for any reason V--speeds disappear from the PFD speed scale after confirming V--speeds, change the active thrust limit on the FMS AUTO THRUST LIMITS page to MCT or CLB and select AUTO again. Then confirm the V--speeds once more, after checking all T/O performance parameters. Throttles must be at idle to perform this action. 2.3.2 Page 16 4 FEB 2008 FCOM Procedures – 7. 8. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . READY / ANNOUNCED S Cabin Ready Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVED S Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S Shortly after ’cabin ready’ is given PNF announces via PA: ’CABIN CREW -- TAKE YOUR SEATS’. BEFORE TAKE-OFF PROCEDURE – EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Review EAD for alert reminder messages and green box prior to taking the active runway for departure. – Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT ON S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . ON S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Turn radar on. S Check transponder code. S Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA AFTER TAKE-OFF PROCEDURE – GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / LTS OFF S Check GEAR Handle up. S Check gear lights out. – Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARMED Push SPOILER Handle down to disarmed position. – AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S AUTO BRAKE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET S Check FLAP/SLAT Handle in UP/RET position. S Check FLAPS/SLATS indication disappeared from PFD. S Flap T.O. Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SET – EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Check EAD for alerts and status. When passing transition altitude: – Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __SET / CROSS CKD When passing 10,000 feet.: – SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON 15 MAY 2007 2.3.2 Page 17 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . OFF S LOGO Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF HYD MANUAL – 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FUEL MANUAL – Push AUX TANKS L TRANS, R TRANS and TAIL TANK TRANS pump Switches to ON and push FILL valve Switches to ARM. – When “AUX UPR PUMPS LO” or “TAIL PUMPS LO” alert is displayed, push appropriate TRANS switch(es) to OFF. – Push TANK 2 TRANS pump Switch to ON. When TANK 2 quantity equals TANKS 1 and 3, push TANK 2 TRANS pump Switch to OFF. 2.3.2 Page 18 4 FEB 2008 FCOM Procedures 9. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures DESCENT PROCEDURE NOTE: – Thrust reduction at top of descent may cause temporary thermal instability, which can result in momentary N2 EVM peaks, and “ENGINE__VIB HI” Level 1 alerts. Minor throttle movements may improve, or remove, these momentary peak vibrations. – Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT Check all items presented. – Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD/SET S Acquire the destination weather information from destination ATIS or other appropriate source and setup FMS for approach as follows. – FMS Set for Approach S Insert approach procedure in FMS. S On the FMS Approach page: – Select desired flap setting for landing. – Edit VAPP as necessary S On the FMS Go-Around page: – Insert ACCEL altitude: specified acceleration altitude or 1,500 ft. above field elevation. S On the FMS NAV RADIO page – Tune VORs/ADFs/ILS necessary for approach. – WINDSHIELD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD S If descending into high humidity or icing conditions: – L and R WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Windshield HIGH/NORM . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM – Descent Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __SET S Set descent limit – For all approaches, on both ECPs: S Set RA/BARO selector to BARO. S Set DA or MDA as applicable. S Cross--check settings. – Additionally, for CAT II/III approach, on both ECPs: S Set RA/BARO selector to RA. S Set DH. S Cross--check settings. – ARRIVAL BRIEFING S For Arrival Briefing refer to OM part A -- BOM. 15 APR 2011 2.3.2 Page 19 FCOM Procedures 10. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures APPROACH PROCEDURE – Prepare For Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S PNF announces via PA: ’CABIN CREW -- PREPARE FOR LANDING’. – SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT ON S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . ON S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON When passing transition level: – Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD S Check QNH is set on both PFDs and standby altimeter. S Cross--check altimeter readings. HYD MANUAL – 11. 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LANDING PROCEDURE – Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S When passing 2500 ft. HAA, PNF announces via PA: ’CABIN CREW - TAKE YOUR SEATS’. – GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN / ___GREEN S Check GEAR Handle down. S Check green gear lights on. S Check red gear lights out. – Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD S Move SPOILER Handle to raised position. – AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET S Select AUTO BRAKE Selector for required deceleration level. S Check annunciation on EAD. – Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD S Check QNH is set on both PFDs and standby altimeter. S Cross--check altimeter readings. When landing flaps have been set: – 2.3.2 Page 20 FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS__ S Check correct landing FLAPS indication on PFD. 4 FEB 2008 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD S Check EAD for alerts and reminder messages. S Check green box displayed. NOTE: If LANDING GEAR is displayed in white, check GEAR lights. If lights are green, gear is down and locked. The items flaps and spoilers are in this case not covered by the Landing Essential Checklist. – 12. FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Check Vapp and preset heading and altitude for missed approach. TAXI-IN PROCEDURE – Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET S Push SPOILER Handle down to retract the ground spoilers. – FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RETRACT S FLAP/SLAT Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RET Select FLAP/SLAT Handle in separate steps via FLAPS 28 and FLAPS ZERO gates to UP/RET. Check FLAPS/SLATS indication disappears from PFD. NOTE: If landing approach was made in icing conditions or landing was made with snow or slush on runway, do not retract flaps less than 28. – WX Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/XPDR S Weather Radar MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . OFF Check WX OFF message displayed on ND. S Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR – AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S AUTO BRAKE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3° ANU – Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . AS REQUIRED S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF S If operational circumstances require APU usage: – APU PWR Switch on ELEC Panel . . . . . . . . . . . . . . . . . . . . ON Observe normal start indications. – Tail Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S If tail tank contains more than 300 kg fuel, inform ground crew immediately to arrange proper off-loading of cargo. NOTE: Passenger disembarkation is not affected. 4 FEB 2008 2.3.2 Page 21 FCOM Procedures – MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures Engine 2 Fuel Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF S Operational circumstances permitting: – Engine no. 2 FUEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF NOTE: – – For operation on narrow and/or contaminated runways and taxiways, reduced power setting for wing--mounted engines should be used when possible. Engines should be operated at taxi power or near idle power for a minimum of 3 minutes before shutdown to stabilize the hot section. If desired, engine shutdown may be accomplished 1 minute after completion of the landing roll provided EGT has not exceeded 650_C during approach (outer marker to flare) or 750_C during normal reverse thrust application. Shortly before arriving at the parking position: – Slide Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S PNF announces via PA: ’CABIN CREW - DISARM SLIDES’. ANTI-ICE MANUAL – 13. Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED S WING, TAIL and ENG ANTI-ICE Switches . . . . . . . . . . . . . . . . ON or OFF AFTER PARKING PROCEDURE – Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Apply brakes and pull the PARK BRAKE Lever. Release foot pressure. S Check PARK light on. S Check brake pressure normal. – Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check electrical power is available from APU or external power source. If only external power available: S EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Fuel Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Check EGT and FF decrease. – Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY – SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . OFF S BCN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED 2.3.2 Page 22 15 APR 2009 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures – Doors May Be Opened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED S Check “CABIN DOORS OPEN” level 0 alert is displayed on the EAD. If “CABIN DOORS OPEN” alert is not displayed, check MISC page to determine which doors are not in manual and announce via PA: ’PURSER - RECHECK ... DOOR MANUAL’. S PF announces via PA: ’CABIN CREW - DOORS MAY BE OPENED’. S Unlock cockpit door lock . S Switch off Cockpit Entry Video System. – IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S IRS Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – EMER PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – AIR APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF – WINDSHIELD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S L and R WINDSHIELD Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF – Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT S Displayed messages indicating abnormal system status must be recorded in the AML for proper maintenance action. – PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED or ON S After confirmation that the chocks are in place, release the parking brake and check aircraft remains stationary. S When no confirmation has been received that the chocks are in place or when parked on slippery and/or sloping ramps leave parking brake set. HYD MANUAL – 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AIR MANUAL – 1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON FUEL MANUAL – – – Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF All TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF All XFEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-ICE MANUAL – 4 FEB 2008 Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S WING, TAIL and ENG ANTI-ICE Switches . . . . . . . . . . . . . . . . OFF 2.3.2 Page 23 FCOM Procedures 14. MD-11 2.3 NORMAL PROCEDURES 2.3.2 Expanded Normal Procedures TERMINATION PROCEDURE – EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S EMER LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S APU PWR Switch or APU START/STOP Switch . . . . . . . . . . . OFF – BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF After APU shutdown cycle is completed (wait a minimum of 15 sec after the APU parameters are removed from the ENG page): S BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF –oOo– 2.3.2 Page 24 4 FEB 2008 FCOM Procedures MD-11 PREPARATION 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist AIR/FUEL EVAC Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / __ hPa * Nav Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD * Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100% IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI * T/O Warning System / GPWS . . . . . . . . . . . . . . . . . . . . . CKD Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD Rudder / AIL Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CKD FLAP T/O SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET BEFORE STARTING AIR/FUEL PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Doors / Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED / LOCKED AUX PUMP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Transponder / BCN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR / ON Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A or B BEFORE TAXI HYD/AIR/ANTI--ICE APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __ Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD BEFORE TAKE--OFF Take-Off Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . READY / ANNOUNCED Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AFTER TAKE--OFF HYD/FUEL GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / LTS OFF Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARMED AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 4 FEB 2008 2.3.3 Page 1 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist AIR MANUAL PREPARATION 1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BEFORE STARTING 1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BEFORE TAXI 1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER PARKING 1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ANTI--ICE MANUAL BEFORE TAXI Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF TAXI IN Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED AFTER PARKING Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2.3.3 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist FUEL MANUAL PREPARATION Perform FUEL SYSTEM Manual Test according FCOM 2.3.2 Page 7 BEFORE STARTING Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER TAKE-OFF L & R AUX TRANS Pumps . . . . . . . . . . . . . . . . . . . . . . . ON TAIL TANK TRANS Pumps . . . . . . . . . . . . . . . . . . . . . . . ON FILL Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM TANK 2 TRANS Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER PARKING Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . OFF All TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF All XFEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF HYD MANUAL BEFORE TAXI / PUMP TEST 1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF AUX PUMP 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF Pressure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON S Verify R PUMPs have been commanded ON and pressure indicates in normal range. L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARM S Verify R PUMPs indicate ARM after a delay of approximately 20 seconds. 1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER TAKE-OFF 1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF APPROACH 1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER PARKING 1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 8 JAN 2007 2.3.3 Page 3 MD-11 FCOM Procedures 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist CALCULATED LANDING DISTANCES AUTO BRAKES FLAPS 35 Reference Calculated Landing Distances (m) Braking Action Auto Brake selector Tailwind comp. MEDIUM POOR MAX MED MIN MAX MED MIN MAX MED 10 kt 1540 1870 2230 1860 1950 2230 2700 2720 5 kt 1490 1800 2140 1790 1880 2140 2590 2600 1440 1730 2050 1720 1800 2050 2470 2490 1340 1240 1140 1600 1470 1340 1880 1710 1540 1590 1460 1330 1660 1520 1380 1880 1710 1540 2250 2030 1810 2270 2050 1830 Zero wind Headwind comp. GOOD 10 kt 20 kt 30 kt Corrections (m) for deviating conditions: WEIGHT Per 10.000 kg ABOVE BELOW 180.000 kg +50 -50 +80 -80 +90 -90 +70 -70 +70 -70 +90 -90 +110 -110 +110 -110 Vapp Per 1 kt ABOVE VMIN + 5 kt +15 +20 +25 +20 +20 +25 +30 +30 TEMP. Per 1_C ABOVE BELOW Std +5 -5 +6 -6 +7 -7 +6 -6 +6 -6 +7 -7 +9 -9 +9 -9 FIELD ELEV. Per 1000 ft ABOVE Sea Level +50 +60 +70 +60 +70 +75 +90 +90 SLOPE Per 0.1% DOWN UP Slope +15 -10 +15 -10 +15 -10 +20 -10 +15 -10 +15 -10 +30 -20 +30 -20 REVERSE THRUST No or idle reverse: – Eng 2 – Eng 1 or 3 – All engines +20 +30 +80 +20 +30 +60 +20 +30 +60 +90 +190 +380 +60 +170 +370 +30 +270 +270 +50 +630 +630 +120 +1600 +1620 FLAPS Flaps 50 -70 -100 -120 -100 -100 -120 -160 -160 Landing NOT allowed 2.3.3 Page 4 17 SEP 2007 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist MAXIMUM WIND COMPONENTS (kt), INCL. GUSTS TAKE-OFF AND LANDING * GOOD and DRY Braking Action POOR MED GOOD Friction Coeff. ≤ 0.25 0.30-0.35 ≥ 0.40 MOTNE code 1 3 5 CROSS * 5 15 25 30 TAIL * 0 5 10 10 Use of intermediate wind limits is permitted. ° ° ° ° ° ° ° ° ° ° ° 8 JAN 2007 AUTOLAND Headwind Crosswind Tailwind CAT I, II, III 25 15 10 2.3.3 Page 5 FCOM Procedures MD-11 2.3 NORMAL PROCEDURES 2.3.3 Normal Checklist DESCENT Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET WINDSHLD ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD Descent Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET APPROACH HYD Prepare For Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD LANDING Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN / __GREEN Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __ EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TAXI IN ANTI--ICE Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET WXR Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . OFF / XPDR AUTOBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3° ANU Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF Tail Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD AFTER PARKING HYD/AIR/FUEL/ANTI--ICE FUEL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Doors May Be Opened . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF EMER PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINDSHLD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED or ON TERMINATION EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2.3.3 Page 6 15 APR 2009 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4 TOC Table of Contents: 2.4.1 GENERAL 2.4.2 AIR 2.4.3 ALL WX OPS 2.4.4 AUTOFLIGHT 2.4.5 CONFIG 2.4.6 DOORS 2.4.7 ELEC 2.4.8 ENG/APU 2.4.9 FMS 2.4.10 FUEL 2.4.11 HYD 2.4.12 MISC –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4 TOC INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General Table of Contents: 1. Cockpit Crew Rest Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Preflight inspection by pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 3. 2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 2.2 Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 2.3 Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 2.4 Exterior inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 2.5 Cockpit inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 Exit Cockpit Via Escape Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 1 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General INTENTIONALLY LEFT BLANK ToC Page 2 1 JAN 2007 FCOM Procedures 1. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General COCKPIT CREW REST OPERATION J Ground operation – Ensure door 11 is closed. – Left FWD Cabin Door Control Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . PULL S Location is on Left Forward Cabin Equipment Panel (FL). – Open and close crew rest according inflight procedure as necessary. – Left FWD Cabin Door Control Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . RESET J Inflight Operation To extend the crew rest: – Foot Pocket Primary Slam Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE S Latch is located on upper aft face of foot pocket. – Foot Pocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDE OUT S Check spring loaded secondary latch engages. – Primary Dead Bolt Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE – Secondary Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE – Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND S Use handles on foot pocket aft side and crew rest inboard side. – Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE – Inside crew rest fold down shelf panel and install bunk cushions. To stow the crew rest: – Inside crew rest stow shelf panel and bunk cushions. – Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE – Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW S Use handles on foot pocket aft side and crew rest inboard side. – Secondary Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE – Primary Dead Bolt Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE – Spring Loaded Foot Pocket Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE AND HOLD – Foot Pocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDE IN – Spring Loaded Foot Pocket Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE – Foot Pocket Primary Slam Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE NOTE: – – – [END] 8 JAN 2007 The crew rest may not be occupied during take-off, landing and approach. Smoking in the crew rest is not allowed. Safety belt has to be fastened when the bunk is occupied. 2.4.1 Page 1 FCOM Procedures MD-11 2. PREFLIGHT INSPECTION BY PILOTS 2.1 GENERAL 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General This check is based normally performed by a qualified Aircraft Maintenance Technician. The purpose of the execution of the Preflight Inspection by Cockpit crew, is to enable aircraft release in case no qualified ground engineer is available at the station.After completion of the type qualification a pilot is authorized to perform the preflight inspection. After completion of the type qualification a pilot is authorized to perform the preflight inspection. The Preflight Inspection by Cockpit crew covers all required actions as mentioned in the Preflight Inspection list used by a qualified ground engineer. With regard to the preflight inspection it is intended to perform all actions necessary to ensure that the aircraft is fit to make the intended flight: – A walk-around type inspection of the aircraft for physical condition, including any obvious signs of wear, damage or leakage. – The presence and condition of all required emergency equipment. – Inspection of the AML to ensure that the intended flight is not adversely affected by any outstanding complaints. – All panels and doors are properly closed. – All the aircraft external surfaces and engines are free of ice, snow, sand, dust etc. NOTE: A dynalight and ear protector are stowed in the stowage compartment above the cockpit coatroom. 2.2 VALIDITY Preflight Inspection The validity of the Preflight Inspection is 4 hours. Final Check The Final Check consists of the items marked as * on the Preflight Inspection list. Separate entries in the AML for the Preflight Inspection and, if required for the Final Check, must be made and signed for. Daily Check The Daily Check consists of additional maintenance items. When performed the Daily Check is done before the preflight inspection, the validity of the daily check is 48 hours. The AML has to be checked before departure to determine that the validity of the Daily Check does not expire before the completion of the flight. A pilot is not authorized to perform a daily check. 2.4.1 Page 2 15 APR 2011 MD-11 FCOM Procedures 2.3 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General ADMINISTRATION After performing the Preflight Inspection by Cockpit crew fill out the AML as follows. 1. No defects found: – On the Defect side of the last slip, enter: ’Maintenance’ and ’NIL’. – On the Action side of the slip enter: ’Preflight inspection issue date (month day, year) performed by pilots and fill in the boxes: ACT STN / DDMM / UTC / NAME. 2. In case of a defect found (or already written in the AML) and dispatch is allowed according to the MEL and which does NOT require specific maintenance action(s). – On the Defect side of the slip, enter the complaint. – On the Action side of the slip, ONLY fill in the box RELIEF DDG CHAPTER/ITEM No. – Thereafter fill in the next slip according 1. No defects found, and add on the Action side: ’Ref Mxxx (not released AML slip nr.) Aircraft fit for intended flight’. – When airborne make a new AML entry: ’Rectify Mxxx’ (not released AML slip nr.). 3. In case of a defect which requires maintenance action(s) before MEL relief can be granted, (e.g. deactivation of a valve), dispatch by flight crew is not allowed. Operations Control will contact Maintenance Control (OCC/TO) to evaluate the situation. Several options are available: – A qualified technician will be contracted to perform the maintenance actions and perform the Preflight Inspection. – A non-qualified technician will be contracted to perform the maintenance actions in concert with Maintenance Control. Maintenance Control has to issue a ’One Time Authorization’ in this case. The ’One time authorization form’ has to be completed by the Duty Maintenance Manager (DMM) and the local authorized technician. NOTE: It is the responsibility of Maintenance Control to ensure that the technician is sufficiently qualified for the required maintenance actions. Refer to AML Instructions for use: paragraph G -- Directions for use of the AML -- Preflight Inspection by Cockpit crew. Inserted in a plastic cover in front of the AML. 0753 BON PH-KCA 19 04 07 M705 MD-11 Maintenance Preflight Inspection issue date Apr 14, 2008 performed by pilots. Nil Ref Mxxx: Aircraft fit for intended flight. Klaassen BON 19 04 19:15 J. Klaassen 15 APR 2009 2.4.1 Page 3 FCOM Procedures 2.4 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General EXTERIOR INSPECTION J After arrival – STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Check alerts displayed on the STATUS page. If any alert has dispatch consequences, contact OCC/LM – Oil Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Within 2 hours after engine shutdown, record oil quantities from the SD ENG page and enter in ATL.For limitations refer to FCOM II -- LIMITATIONS. – Hydraulic Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Check hydraulic quantity indications on the SD HYD page.For limitations refer to FCOM II -- LIMITATIONS. – Tire pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Check tire pressures of all gears on the SD CONFIG page.For limitations refer to FCOM II -- LIMITATIONS. J Outside Check START 2.4.1 Page 4 – Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE – Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Pack 1 and 2 inlet doors and exhausts clear. S LH landing light. S Avionics compartment cooling exhaust port clear. S LH angle of attack sensor. S Oxygen blow out disc in place. S Radome. S Pitot tubes. S TAT probe. S RH angle of attack sensor. S RH landing light. S Pack 3 inlet door and exhaust clear. 17 SEP 2007 FCOM Procedures 8 JAN 2007 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General – Nose Gear and Wheel Well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED * Tires. S Glide slope antennas. S Nose lights. S Nose gear strut (extension / fluid leaks). – RH side Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Antennas clean and not damaged. S Static ports not obstructed. S Cabin pressure relief valves. S Runway turn off light. S Wing light. – RH Wing and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Inboard slat. * Engine cowling panels closed. * Engine fan blades undamaged. * Engine reversers stowed and undamaged. S Outboard slat. S Wing tip, winglet and navigation lights. S Static dischargers. S Outboard aileron. S Fuel dump pipe. S Outboard flap. S Inboard aileron. S Inboard flap. – RH Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED * Tires. S Hydraulic lines. * Wheel assembly and brakes. S RH Main Gear strut (extension / fluid leaks). – Center Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED * Tires. S Hydraulic lines. * Wheel assembly and brakes (brake wear indicator should protrude from brake). S Center Gear strut (extension / fluid leaks). – Tail Section and Aft Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Lower beacon light unit. S Antennas. S Vertical stabilizer and rudders. S Vents and drain masts dry and clear. S RH side horizontal stabilizer and elevators. S Static dischargers. * Engine cowling panels closed. * Engine reversers stowed and undamaged. S LH side horizontal stabilizer and elevators. S Static dischargers. – LH Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED * Same check as for RH main landing gear. – LH Wing and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED * Same check as for RH wing and engine. 2.4.1 Page 5 MD-11 FCOM Procedures 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General – LH side Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Antennas clean and not damaged. S Static ports not obstructed. S Runway turn off light. S Wing light. S Outflow Valve. – Upper side of LH and RH wings . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S From the cabin check: – Upper surface and access panels. – Spoiler panels. J Before Departure 2.5 – Toilet servicing and cabin cleaning (if required) . . . . . . . . . . . COMPLETED – Potable water servicing (if required) . . . . . . . . . . . . . . . . . . . . . COMPLETED – Panels and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED S Check all panels and servicing doors closed. – Cold Weather Servicing (if required) . . . . . . . . . . . . . . . . . . . . . COMPLETED COCKPIT INSPECTION – ANNUN LT TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS and HOLD (>12 sec) Check if: S Overspeed warning sounds. On OVHD panel: S All lights on, except engine and APU fire handle and EVAC light. On the Glareshield: S The MASTER WARNING, MASTER CAUTION, ENGINE FAIL, ABS DISARM and BELOW G/S lights on. On FCP: S All 8’s appear in display windows. On instruments panel: S All SISP lights on. S Red and Green GEAR and CTR GEAR UP lights on. S PFD, ND, EAD and SD test indications appear. On pedestal: S FMS CDU DSPY, FAIL, MSG and OFST lights on. S ANTI--SKID OFF and AUX HYD PUMP 1 ON light on. S Engine start lights on. S Parking brake light on. S All ACP’s CALL lights and MECH lights on. S CRP’s VHF and HF lights on and frequency windows display all 8’s. – ANNUN LT TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE S Check all alerts cease. NOTE: – – 2.4.1 Page 6 The MANF lights on the AIR panel will remain on for approx. 50 seconds. The “AIR SYS TEST” alerts remain displayed for approx. 2 minutes. 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General WARNING: Before performing the hydraulic press test or pressurizing any hydraulic system, be sure that all flight controls are clear. Before performing the Hydraulic Press Test check if the HYD system is in auto mode and Hydr Sys 1, 2 and 3 Press lights are on. – HYD PRESS TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS S Check “HYD PRESS TEST” alert on EAD. NOTE: – 3. For dispatch in Hydraulic Manual Mode, refer to MEL item 29-08-01-01. EXIT COCKPIT VIA ESCAPE ROPE Raise pilot’s inboard armrests to vertical stowed position and verify seat back is in the vertical position. Push and hold the aft side of the horizontal control switch until seat movements stops. NOTE: If seat electrical power or control capability fails, lift and hold the horizontal control lever (H) aft, then push seat fully aft to the mechanical stop, and then outboard. Raise outboard armrests to vertical position and unfasten seat belt and shoulder harness. Verify sun visor is forward of clearview window, and in stowed position. Unlock window by lifting lever and moving it aft, and crank window to full open position. Open escape rope compartment door and remove coiled escape rope. After verifying rope is attached to aircraft, drop rope on seat or floor. Position body on window sill, facing inboard, with upper torso in window and legs on seat. Grasp rope with one hand and with free hand throw rope out of window. While still grasping rope, maneuver body out of window using rope and aircraft structure for support. When favorably positioned outside of aircraft, slowly lower self to the ground. [END] –oOo– 17 SEP 2007 2.4.1 Page 7 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.1 General INTENTIONALLY LEFT BLANK 2.4.1 Page 8 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air Table of Contents: 1. AIR CONDITIONING CONDENSATION CONTROL -- ON THE GROUND . . . . . . . . . . . . . PAGE 1 2. AIR CONDITIONING USING EXTERNAL CONDITIONED AIR . . . . . . . . . . . . . . . . . . . . . . PAGE 1 3. AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS . . . . . . PAGE 2 4. CABIN PRESSURIZATION -- MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2 5. OUTFLOW VALVE CONTROL -- UNPRESSURIZED FLIGHT . . . . . . . . . . . . . . . . . . . . . . . PAGE 3 –oOo– 1 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air AIR CONDITIONING CONDENSATION CONTROL -- ON THE GROUND This procedure may reduce formation of condensation in the cockpit and cabin. – – – – ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Windows and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED S Close as many cabin doors as feasible. S Use curtains to isolate areas with open doors. CAB temperature selector of one cabin zone that has all doors closed . . . . . FULL COLD CAB temperature selector(s) of zone(s) where condensation is formed . . . . FULL HOT All other zones – Associated Temperature Selector(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED NOTE: Changing temperature selectors from a cold position to a hot position will add trim air and reduce condensation. Reset to normal configuration when all doors are closed. [END] 2. AIR CONDITIONING USING EXTERNAL CONDITIONED AIR If APU bleed air is not available, external conditioned air supply can be connected directly to the conditioned air manifold. J AIR system in auto [END] J AIR MANUAL – PACKs 1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Connect external conditioned air supply. [END] 8 JAN 2007 2.4.2 Page 1 MD-11 FCOM Procedures 3. 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS If APU bleed air is not available, external pneumatic air supply can be connected directly to the pneumatic system 1 and 2 manifold. J AIR system in auto – ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON [END] J AIR MANUAL – – – ECON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON 1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACKs 1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON NOTE: If pneumatic pressure is not adequate to maintain 3 pack operation, select 1-3 ISOL and, if required, 1-2 ISOL OFF and operate only those packs powered by external pneumatics. NOTE: Jet starters are normally not capable to supply sufficient air pressure to maintain pack operation. [END] 4. CABIN PRESSURIZATION -- MANUAL OPERATION – – – – – Check ALT SCHED placard on the overhead panel to determine the maximum cabin altitude. Normally maximum cabin altitude climb rate is 750 ft./min and maximum descent rate is 350 ft./min. Make minor corrections and allow 5 seconds for the cabin rate to respond. Engine thrust changes will influence cabin pressure. When adjusting cabin pressure select AIR page and observe differential pressure. – CABIN PRESS SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY MANUAL S Push CABIN PRESS SYSTEM SELECT switch and observe MANUAL light illuminates. ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – NOTE: – – – With ECON switch off, cabin rate of climb may be less sensitive to outflow valve movement. With ECON switch off, fuel consumption may increase up to 1.3%. If desired, increase PERF FACTOR on A/C STATUS page by 1.3 to revise FMS predictions. CABIN PRESS Manual Rate Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE AS NECESSARY S Rotate CABIN PRESS manual rate selector, as necessary, to maintain desired cabin altitude and/or cabin rate. When below 9,500 ft. and cabin altitude equals outside altitude: – Outflow VALVE Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10:30 POSITION NOTE: Selection of a position of the outflow VALVE indicator greater than 10:30 can cause a negative pressure inside the aircraft. This may allow some cabin doors to unseat and cause noise in the cabin. After landing – Outflow VALVE Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FULL OPEN S Rotate CABIN PRESS manual rate selector to CLIMB and set outflow VALVE indicator to full open. [END] 2.4.2 Page 2 15 APR 2009 FCOM Procedures 5. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air OUTFLOW VALVE CONTROL - UNPRESSURIZED FLIGHT – – CABIN PRESS SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL S Push the CABIN PRESS SYSTEM SELECT switch and observe the MANUAL light illuminates. Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10:30 OPEN S Rotate CABIN PRESS Valve Selector as required to set outflow valve indicator to 2/3 open position. NOTE: Selection of a position greater than 10:30 open may cause a negative pressure in the aircraft. This will allow the cabin doors to unseat and cause noise in the cabin. – FWD and AFT CARGO TEMP Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF During taxi-in – Outflow VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN S Rotate CABIN PRESS Valve Selector to CLIMB to set outflow valve indicator to full open position. [END] –oOo– 8 JAN 2007 2.4.2 Page 3 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.2 Air INTENTIONALLY LEFT BLANK 2.4.2 Page 4 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations Table of Contents: 1. COLD WEATHER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 1.2 Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 1.3 De/anti--icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 1.4 Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 1.5 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 1.6 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5 1.7 Inflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 1.8 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 1.9 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 1.10 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 1.11 Procedure Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8 2. ENGINE AND AIRFOIL ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9 3. USE OF WINDSHIELD ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 11 –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 1. COLD WEATHER OPERATION 1.1 GENERAL 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations Cold weather operations, particularly those associated with icing conditions, freezing rain, and slush or snow--covered runways present flight crews with potentially hazardous conditions. The following information is intended to supplement or amplify the normal operating procedures and should be applied appropriately. All performance data in the FCOM assume that the aircraft is operated with clean and smooth surfaces. Any contamination with ice, snow, frost or sludge reduces the wing lift capability and increases stall speeds. Consequently buffet and prestall characteristics may be encountered before stick shaker warning, despite the use of normal take-off techniques. Since winter weather is often characterized by rapidly changing and widespread adverse conditions, it is everyone’s responsibility to have a thorough knowledge of existing and forecast weather conditions, to exercise extreme caution and to adhere to standard operating procedures. References: – OM Part A, BOM 8.2--4: Cold Weather Operation – OM Part C2, Regional ROM 2.3: Snowtam/Runway State Message – OM Part C2, Regional ROM 2.5: Hold--over Times Table Icing Conditions Icing conditions exist when OAT (on ground) or TAT (in flight) is 6_C or below and one or more of the following conditions: – Visible moisture in any form is present, such as clouds, fog with visibility of 1600 m (1 St. Mile) or less, rain, snow, sleet or ice crystals. – Slush, ice, snow or standing water is present on ramps, taxiway or runways. – Sufficient moisture is present on ramps, taxiways or runways to cause them to appear reflective. – OAT and dewpoint within 3°C of each other. – “ICE DETECTED” alert displayed. – Ice has built up on edges of the windshield and other visible portions of the aircraft. The liquid water content of a cloud and severity of icing decreases with lower OAT. However, severe icing has been encountered at OAT as low as --60_C (--76_F). Unusual icing conditions can occur, the only simple rule is, when in doubt, turn on ice protection. Planning and performance – – – – – – Consider the necessity to tank extra fuel due to possible sequencing delay and time required for de-icing. When establishing weather minima, observe crosswind limits in conjunction with braking actions, as specified in FCOM 2.9.3. If the use of Anti-ice is anticipated below 1,500 ft HAA, the corrections on tabulated weights in the TL table for Anti-ice must be applied. Corrections are applicable for both Runway Length/Obstacle limited TOW and Climb limited TOW. Refer to FCOM 4.1.1 -- Runway Surface Condition -- to determine the applicable procedure. The Required Landing Runway Length for Dispatch can be derived from the charts in FCOM 4.4.1. When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated (refer to FCOM 4.1.1 -- Runway Surface Condition), the maximum landing weight must be determined by using the CONTAMINATED runway dispatch landing charts. Otherwise use the WET or DRY runway dispatch landing charts according FCOM 4.1.4 -- Landing Performance. The Calculated Landing Distances tables are included in FCOM 4.4.2 and the Normal Checklist. 17 SEP 2007 2.4.3 Page 1 FCOM Procedures 1.2 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations PREFLIGHT CHECK A careful visual inspection of the aircraft fuselage, wings, tail, control surfaces, surface actuators, nacelle inlets, landing gear, and gear doors must be made. Frost or ice on upper wing surfaces, or on upper or lower horizontal tail surfaces is not permitted and must be removed prior to flight. A light coating of loose dry powdery snow (which would blow off during takeoff roll) is acceptable provided that the surface beneath the snow is free of adhering ice, snow, or frost that may have accumulated due to melting and refreezing. Frosting of the underside of the wings below the fuel tanks could occur when the fuel temperature is low, the outside air temperature even above freezing and the humidity is high. This type of frost may re--form after removal on the ground. Takeoff with frost on the fuel tank underwing surfaces is permitted, provided frost is not excessive. A coating of frost thicker than 1/8 inch (3.2 mm) should be removed before departure. Operation with frost adhering on areas of the wing other than the lower surface fuel tank region is not permitted. Pay particular attention to the underside of the flaps. Descent through icing conditions with flaps extended may have caused considerable ice to accumulate on the lower surface of the flaps. Frost or ice may form on the upper or lower surfaces of the horizontal stabilizer due to super cooled ballast fuel in the tail tank. As a result, the fuel must be transferred forward after landing and replaced with warmer fuel. Special consideration must be given to the fuselage and the inlet of engine 2, where ice from the fuselage may be ingested. Make sure the fuselage is clean. If there is any chance of ice or snow collection in the inlet of engine 2, a visual inspection should be made. The removal of snow from the fuselage should be accomplished before prolonged heating of the interior, since after melting, subsequent refreezing of water on the fuselage may occur. Similarly, the hangaring of aircraft or the application of external heat for snow removal should be carefully monitored. If heat is used, it should be applied for a period sufficient to allow the aircraft surfaces to dry completely. A thin coating of frost on the upper surface of the fuselage is acceptable, provided all vents or ports are clear. Thin frost is defined as a uniform white deposit of fine crystalline texture through which surface features such as paint lines, markings, or letters can be distinguished. This must not be confused with rime ice, which is not acceptable, that may form on windward surfaces in freezing fog conditions. The area around pitot tubes, static ports, vanes, etc., should be carefully inspected and verified to be clear. Air conditioning pack inlets and outflow valves, cabin air outflow valves, cabin pressure relief valves, and windshields should have ice or snow formations completely removed. De--icing fluids must be applied in accordance with the Boeing MD--11 Maintenance Manual by qualified personnel. The flight crew should be aware that contamination of the wheel brakes by de--icing fluids may cause erratic brake performance, vibration and brake damage. Landing gear components should be covered, if possible, prior to de--icing fluid application. In addition, if de--icing fluid is allowed to enter an engine or APU inlet duct, it may cause white acrid smoke to enter the aircraft via the air conditioning system. All engine and APU bleed valves should be closed while applying de--icing fluid. After de--icing is completed, the aircraft should be taxied clear at low power settings to minimize ingestion of fluids. When clear of area, restore air system to normal. Operate the flight controls, slats, and flaps through full travel. If precipitation continues, the de--icing fluid already on the aircraft could be diluted. If takeoff is delayed, consider the possibility of subsequent refreezing on the aircraft surfaces which could require additional de--icing. The requirement for further de--icing (exceeding holdover time) depends on the type and concentration of de--icing fluid used, rate and type of precipitation, outside air temperature, temperature of the fuel and aircraft surface exposure to the elements and aircraft exhaust. 2.4.3 Page 2 17 SEP 2007 FCOM Procedures 1.3 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations DE/ANTI--ICING When deicing spraying is required, the following points should be adhered to: S Leave Flaps/Slats UP/RETRACT or in the position selected upon aircraft arrival. S After fueling is completed, check/set stabilizer at 3_ ANU position. S Do not use APU or engine bleed air for pack operation during de-/anti-icing treatment. If de-icing fluid is to be sprayed in the vicinity of the APU inlet, shut down of the APU is recommended. S Leave Parking Brakes ON to avoid pollution of the carbon brakes with de-icing fluid. 1.4 ENGINE START When parked on a slippery area, make sure that chocks are applied to nose wheel and main wheels both in front and behind prior to starting engines. Chocks may not hold on slippery areas unless they are sanded. Be especially alert when crossbleed starting is to be used. Engine starting during towing is not permitted if slippery apron conditions exist. When snow may have been ingested into the engines, the fans must be checked for free rotation shortly before engine start (not applicable to engine 2). There is no specific minimum oil temperature. However, during cold ambient conditions, an oil temperature rise must be noted before takeoff. NOTE: During starts under extreme cold conditions, oil pressure may reach maximum indication due to high oil viscosity. Pressure should subside as oil temperature increases. If oil pressure remains above normal range after oil temperature stabilizes within limits, the engine should be shut down and the cause investigated. After engine start, in the automatic mode, engine and airfoil anti--ice will be on during ground operations when ice is detected. Engine anti--ice will activate on the ground. Airfoil anti--ice will be armed on the ground and activate following nose--strut extension during takeoff. Refer to ENGINE AND AIRFOIL ANTI--ICE in this section if applicable. 15 APR 2009 2.4.3 Page 3 FCOM Procedures 1.5 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations TAXIING Avoid high thrust settings while taxiing, especially when leaving the ramp area. Allow a few seconds for the aircraft to respond after applying power. Advance power only as necessary to start the aircraft moving, up to approximately 40% N1, then retard the throttles smoothly to idle or to the minimum thrust necessary to maintain appropriate taxi speed. Also, consider the ingestion capability of the wing--mounted engines. Sand used on contaminated runways and taxiways presents a FOD hazard. Reduced power settings for the wing engines should be used when possible while operating under these conditions. Taxi speed should be as low as practical on slippery surfaces and a taxi speed of 5 knots or less is recommended while turning. Before moving the flaps/slats to the takeoff position, select the CONFIGURATION page on the system display control panel and closely monitor flap movement. If the flaps should stop, prior to reaching the selected setting, the flap handle should be placed immediately in the same position as indicated to prevent damage to the flap system. Cause of the flap restriction should be corrected before takeoff. Prudent taxi speeds on contaminated taxi areas provide sufficient protection from contamination of exposed flap/slat surface areas. The following points are valid during all taxi operations on surfaces affected by snow/slush/ice: S Be aware that snow or ice blown by engine exhaust can cause damage at considerable distances. S Adjust speed to surface conditions. Brake effectiveness is reduced. Excessive speed will present problems in stopping and making turns. S A crowned slippery taxiway or runway can cause sideways slipping. Taxi on the centerline. S Maintain increased separation behind other aircraft. Expect them to require engine run--ups to counteract ice formation. S Be aware of snow banks if flaps are extended during taxi because flaps are particularly susceptible to damage from such hazards. S Do not taxi through deep snow/slush covered areas. 2.4.3 Page 4 17 SEP 2007 MD-11 FCOM Procedures 1.6 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations TAKEOFF Braking Action reported POOR – Take-off is not permitted: S When an officially measured value of recent origin (less than 1 hour) gives POOR braking action. – Take-off is SCD in the following circumstances: S When the officially measured value is more than one hour old, or S When the report is based on an estimated condition and the captain is convinced that conditions are better than estimated. CAUTION: In either of the above cases the utmost caution must be exercised since directional control characteristics can be extremely critical. Observe crosswind and tailwind limits on slippery runways. Loss of directional control is possible after a rejected takeoff at any speed, especially under crosswind conditions. If it is not practical to perform the recommended periodic engine run--up, the takeoff should be preceded by a static run--up to 60% N1 for 30 seconds. If airport surface conditions or congestion do not permit the engines to be advanced to 60% N1, thrust should be set as high as practical for 30 seconds, or as long as conditions permit. Observe all engine displays for proper indications prior to brake release. With a contaminated runway, the following procedures should be accomplished. Align the aircraft with the runway centerline and ensure that the nosewheel is straight before applying power for takeoff. On slippery surfaces, ensure that the parking brakes are released prior to setting takeoff power to preclude a takeoff with the parking brakes set. Advance the throttles to approximately 70% N1. Verify symmetrical thrust and continue with normal takeoff procedures. Asymmetrical thrust can adversely affect directional control on slippery runways. Throttle alignment at partial power may not assure alignment at takeoff power. Be alert to asymmetric spool--up rates. Check all engine instruments for proper indications during the early part of the takeoff roll. Apply slight nose down elevator to improve nose wheel traction and directional control until rudder control becomes effective for steering the aircraft. CAUTION: On a slippery runway, maintain the heading during rolling takeoff, by using small rudder pedal steering inputs. Nose gear steering of 3_ or more may cause the nose gear to slip on the icy (wet) runway. Do not use differential thrust. NOTE: After takeoff in slush or wet snow and when clear of obstacles, extending and retracting landing gear may reduce ice accumulation and possibility of gear door freeze-- up. During a takeoff rejection, especially under crosswind conditions, both nosewheel steering and differential braking effectiveness are reduced on slippery runways. While the use of reverse thrust on slippery runways is recommended to reduce the stopping distance, its use may reduce the directional control capability of the aircraft. Consequently, reverse thrust should be applied gradually and symmetrically commensurate with the ability to maintain directional control under the existing conditions. Using high levels of reverse thrust at low ground speed on a contaminated runway, could lead to flameout of the wing mounted engines due to ingestion of large amounts of water spray, slush or snow. 17 SEP 2007 2.4.3 Page 5 FCOM Procedures 1.7 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations INFLIGHT In automatic mode, engine and airfoil anti--ice will be on when ice is detected. In moderate to severe icing conditions with prolonged periods of N1 settings less than 70% N1, every 10 minutes IGN OVRD should be selected and (one engine at a time) throttle reduced toward idle, then advanced to a minimum of 70% N1 for 10 to 30 seconds. NOTE: During this procedure, CONFIRM ENG OUT CLEAR prompt may appear on the MCDU. Holding Holding in icing conditions should be done in the clean configuration whenever possible. 1.8 LANDING Landing on, or dispatch to a runway with poor braking action is undesirable, and should not be planned. The flight crew must be aware of the condition of the runway with respect to snow, ice, slush, or precipitation. The most favorable runway in relation to surface condition, wind, and weather should be used. Landing on a wet or icy runway greatly increases the stopping distance. The appropriate landing distances should be obtained from the applicable landing distance tables. Maximum flap extension is recommended when landing on runways with reduced braking conditions. If a landing is planned on a runway contaminated with snow, slush, standing water or during heavy rain, the following factors must be considered: available runway length; visibility of runway markers and lights; snow banks and drifts along the runway; wind direction and velocity; crosswind effect on directional control; braking action; awareness of the effect on aircraft from slush and water spray (e.g., engine ingesting, damage to flaps, gear doors); and the possibility of hydroplaning and the resultant increase in stopping distances. Braking action will be degraded following the application of a chemical de--icer on an icy runway. When first applied, the chemicals form a watery film over snow and ice that results in extremely poor braking. When in doubt about the type of runway de--icing, ask the tower specifically if chemical deicers were used. Blowing or drifting snow can create optical illusions or depth perception problems during landing or taxi--in. Crosswind conditions may create a false impression of aircraft movement over the ground. It is thus possible to have an impression of no drift when, in fact, a considerable drift may exists. When landing under these conditions, runway markers or runway lights can help supply the necessary visual references. When it has been established that a safe landing can be made, the aircraft must be flown with the objective of minimizing the landing distance. The approach must be stabilized early. Precise control over drift and approach speeds is mandatory. Execute a missed approach if zero--drift condition cannot be established prior to touchdown. The aircraft should be flown to a positive touchdown on the runway. Be prepared to deploy the spoilers manually since automatic deployment may not occur, due to delayed wheel spin--up. On touchdown take positive action to lower the nose gear to the runway and maintain slight forward pressure on the control column to assist in directional control. Maintain centerline tracking, ensure spoiler deployment and simultaneously apply brakes smoothly and symmetrically, as appropriate to the braking action and runway length available to ensure a safe stop. On contaminated or slippery runways, immediately after nose gear touchdown, maximize anti--skid braking operation by applying full brake pressure smoothly and symmetrically until a safe stop is assured. If autobrakes are used, the MAX 2.4.3 Page 6 15 APR 2011 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations position should be selected. Reverse thrust should be applied smoothly and symmetrically to maximum allowable as soon as possible since reverse thrust effectiveness is greatest at higher speeds. Do not use differential reverse thrust for directional control, as this may further aggravate the effects of weathervaning. The use of reverse thrust may cause a visibility problem from blowing snow forward as ground speed decreases. Using high levels of reverse thrust at low ground speeds on a contaminated runway, could lead to flameout of the wing mounted engines due to ingestion of large amounts of water spray, slush or snow. Take action as appropriate to the braking action and runway length available. Avoid rapid return to forward thrust when engine RPM is high; the resultant forward thrust may be high enough to cause the aircraft to accelerate. Maintain directional control primarily with rudder pedals. Be alert for drift towards downwind side of the runway. The rudder required in strong crosswinds may cause the nose gear to turn to an angle which could induce skidding. Therefore, it may be necessary to hold the nose wheel centered and control steering with rudder and brakes to maintain tracking. If a skid develops, especially in crosswind conditions, reverse thrust will increase sideward movement of the aircraft. In this case, modulate brake pressure and reduce reverse thrust to reverse idle, and if necessary, forward idle. Apply rudders necessary to realign the aircraft with the runway and reapply braking and reversing to complete landing roll. Use of nose gear steering wheel inputs to try to correct a skid at high speeds is extremely hazardous. Use as much runway as necessary to slow the aircraft and do not attempt to turn off a slippery runway until speed is reduced sufficiently to turn without skidding. 1.9 TAXIING If the approach was made through icing conditions or if the runway was covered by slush or snow, do not retract flaps to less than 28_. Damage to the flaps/slats could occur if ice is present and flaps and slats are fully retracted. Inspection after parking will show whether the necessity to de--ice the flaps exists. After inspection, flaps and slats should be moved to UP/RET. Slush in puddles or runway low spots may be deeper than the 1/2 inch (12.7 mm) maximum and cause damage to flaps or other parts. Therefore, inspection is required after each landing in slush or snow conditions. 1.10 PARKING Both main and nose gear should be properly chocked. Parking brakes should be released to eliminate the possibility of brakes freezing. If concerned about chocks holding on an icy ramp, parking brakes may be left on. If parking for an extended period and extreme cold temperatures are expected, consider parking on sand or similar material to prevent freeze down. In blowing snow, engine covers may be required, depending on length of ground time. If the aircraft is parked in an area where exposure to an accumulation of freezing precipitation is anticipated, set 3 units ANU with the horizontal stabilizer trim and power down the hydraulic system. This will allow the inboard elevator panels to droop, trailing edge down, while the outboard panels remain faired. This configuration minimizes ice accumulation in the elevator slot and avoids elevator nose damage during elevator movement. 15 APR 2011 2.4.3 Page 7 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations 1.11 PROCEDURE Preparation for deicing – FLAPS/SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RETRACT or ARRIVAL POSITION – Stabilizer Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/3_ ANU – Perform PREPARATION Procedure / Checklist. J Deicing at parking/gate position Before deicing – AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL – Perform BEFORE STARTING Procedure / Checklist up to and including item Aux Pump 1, including Air Manual Box. – APU AIR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF After deicing – APU AIR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Complete BEFORE STARTING Procedure / Checklist. Before taxi – AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO F Delay of flap extension desired: – Perform BEFORE TAXI Procedure / Checklist except FLAPS and Flight Controls. – Continue with Taxi--out below F No delay of flap extension: – Perform BEFORE TAXI procedure / Checklist with following modification:. S FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE 50/EXT, SET T/O FLAPS S Reset AUTO BRAKE to T/O if applicable. – Continue with Taxi--out below J Deicing at spray ramp (engines running) – Perform BEFORE STARTING Procedure / Checklist. – Perform BEFORE TAXI Procedure / Checklist except the items STAB TRIM, FLAPS and Flight Controls. Before deicing – AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL – PACK Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – BLEED AIR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON After deicing is complete and clear of ramp – AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO – STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET – Continue with Taxi--out below Taxi-out – If both items FLAPS and Flight Controls were delayed: S FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE 50/EXT, SET T/O FLAPS S Flight Controls (while standing still) . . . . . . . . . . . . . . . . . . . . . . CKD S Reset AUTO BRAKE to T/O mode. – Proceed with normal TAXI--OUT Procedure. 2.4.3 Page 8 4 FEB 2008 MD-11 FCOM Procedures 2. 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations ENGINE AND AIRFOIL ANTI--ICE General NOTE: – – – – The “ICE DETECTED” alert will be displayed when the automatic anti--ice system has failed. The alert will also be displayed if the automatic anti--ice system is in the manual mode, icing conditions exist and any engine or airfoil anti--ice system is not on. When aircraft is above 17,750 ft, the “NO ICE DETECTED” alert will be displayed when the automatic anti--ice system is in the manual mode, any engine or airfoil anti--ice system is on, and icing conditions no longer exist. The “ICE DETECTED SINGLE” alert will be displayed if one ice detection system is inoperative. Ice detection system is downgraded to advisory only status; however, automatic anti--ice system is functional. Use total air temperature and visual methods as means of ice detection. The “ICE DETECTOR FAIL” alert will be displayed if both ice detection systems have failed. Automatic anti--ice system is not functional; however, anti--ice system is available in manual mode. Use total air temperature and visual methods as means of ice detection. Engine operation at a higher thrust setting is required to shed ice from the compressor fan blades and the spinner. Ice shedding for high bypass engines is dependent on a combination of aerodynamic and centrifugal loads. J On Ground ANTI--ICE MANUAL After engine start, when “ICE DETECTED” alert is displayed or icing conditions are expected: – ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Push ENG, WING and TAIL ANTI--ICE switches and verify ON lights illuminate and “A--ICE ALL ON” alert is displayed. – – – – Ensure that no damage will be caused by jet blast before performing a run-up. On slippery surfaces, run up wing engines and tail engine separately. Perform a run-up every 30 minutes. Run-up setting is 60% N1 for 30 seconds. NOTE: – – If airport surface conditions or congestions does not permit the throttles to be advanced to 60% N1, the thrust should be set as high as practical for as long as conditions permit. In moderate to severe icing conditions it is SCD to perform a run--up for 30 seconds prior to brake release and throttle advancement. PROCEDURE EVENT 30 minutes expired since engine start or the last run-up. PF S S S S Hold airplane in position with manual brakes. Command: ’RUN-UP’ Slowly advance throttles to approximately 60% N1. Monitor outside to detect possible skidding of airplane. 30 seconds expired S S S S S 17 SEP 2007 PNF Smoothly retard throttles Adjust throttles to 60% N1. Confirm: ’RUN-UP’. Start timing. Call: ’RUN-UP COMPLETED’. 2.4.3 Page 9 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations J In Flight Whenever engine anti--ice is required, with the system in either Auto or Manual, push ENG IGN OVRD switch to OVRD ON. Continue to operate with engine ignition in override until anti--ice is off on all engines . When anti--ice on all engines is off, push ENG IGN OVRD switch to OFF. F Descent This procedure provide crews with instructions to help prevent engine rollback/flameouts due to ice ingestion. Prior to reducing thrust for descent when icing conditions exist or are anticipated: – ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – ANTI--ICE SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL – ENG, WING, and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . ON NOTE: This action increases bleed air extraction to improve engine flameout margin. When the icing conditions no longer exist or anticipated: – ENG, WING, and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . OFF – ANTI--ICE SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED – ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF [END] F Other situations ANTI--ICE MANUAL When “ICE DETECTED” alert is displayed or icing conditions are expected: – ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Push ENG, WING and TAIL ANTI--ICE switches and verify ON lights illuminate and “A--ICE ALL ON” alert is displayed. In moderate to severe icing conditions with prolonged periods of N 1 settings less than 70% N1, or if fan icing is suspected (indicated by engine vibration), apply the following procedure every 10 minutes: ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – One engine at a time: – Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE – Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO MORE THAN 70% N1 S Maintain for 10-30 seconds. – Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD S Align throttle with other throttles. ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – NOTE: During this procedure, *CONFIRM ENG OUT CLEAR* prompt may appear on the MCDU. ANTI--ICE MANUAL When “NO ICE DETECTED” alert is displayed and/or anti--ice is no longer required: ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push ENG, WING and TAIL ANTI--ICE switches and observe ON lights extinguish. [END] – 2.4.3 Page 10 15 APR 2011 FCOM Procedures 3. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations USE OF WINDSHIELD ANTI--ICE Windshield anti-ice should be on when icing conditions are present. WINDSHLD HIGH/NORM Switch should be in NORM for general icing conditions and in HIGH only for the duration of moderate to heavy icing. When descending into high humidity conditions, use of windshield anti-ice will assist defogging. –oOo– 17 SEP 2007 2.4.3 Page 11 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.3 All Weather Operations INTENTIONALLY LEFT BLANK 2.4.3 Page 12 17 SEP 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.4 Autoflight Table of Contents: Presently there are no procedures required for this section –oOo– 1 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.4 Autoflight INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.4 Autoflight THIS SECTION INTENTIONALLY BLANK Presently there are no procedures required for this section –oOo– 8 JAN 2007 2.4.4 Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.4 Autoflight INTENTIONALLY LEFT BLANK 2.4.4 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.5 Config Table of Contents: Presently there are no procedures required for this section –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.5 Config INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.5 Config THIS SECTION INTENTIONALLY BLANK Presently there are no procedures required for this section –oOo– 8 JAN 2007 2.4.5 Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.5 Config INTENTIONALLY LEFT BLANK 2.4.5 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.6 Doors Table of Contents: 1. CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 1.1. Door opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 1.2 Door closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 1.3 Cargo door Control Component Locations . . . . . . . . . . . . . . . . . . . . . . page 2 1 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.6 Doors INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 1. CARGO DOOR OPERATION 1.1 DOOR OPENING 2.4 SUPPLEMENTAL PROCEDURES 2.4.6 Doors Refer to chapter 1.3 for location of the control components. – Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE S Push the release trigger of the handle, located on the associated cargo door. – Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY UP S This opens the vent door. – Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN S Panel is located forward of the associated cargo door. – POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Open guard over switch and select ON position. S Check white POWER & LTS Light illuminates. – DOOR Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD to OPEN S Door must be fully open to enable use of the cargo loading system. S Door is fully open when green POWER AVAIL Light on LOADING panel illuminates. NOTE: AFT CARGO compartment is not equipped with a loading system and POWER AVAIL Light. 1.2 DOOR CLOSING Refer to chapter 1.3 for location of the control components. – Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN S Panel is located forward of the associated cargo door. – POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Open guard over switch and select ON position. S Check white POWER & LTS Light illuminates. – DOOR Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD to CLOSE S Door is fully closed when green DOOR Light illuminates. – POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Check white POWER & LTS Light extinguishes. S Close guard over switch. – Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE – Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY DOWN S This closes the vent door. S Check handle is properly locked. – Lock Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK S Through viewing port(s) on the associated cargo door proper engagement of the lock pins (use DYNA Light) can be checked. 8 JAN 2007 2.4.6 Page 1 MD-11 FCOM Procedures 1.3 2.4 SUPPLEMENTAL PROCEDURES 2.4.6 Doors CARGO DOOR CONTROL COMPONENT LOCATIONS VENT DOOR HANDLE VENT DOOR VIEWING PORT CARGO DOOR / LOADING CONTROL PANEL VIEWING PORT DOOR CONTROL SWITCH DOOR LIGHT POWER & LTS LIGHT POWER AVAIL LIGHT POWER SWITCH Cargo Door / Loading Control Panel NOTE: Forward and Center Cargo Door control components are shown; Aft Cargo Door control is similar. –oOo– 2.4.6 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.7 Elec Table of Contents: Presently there are no procedures required for this section –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.7 Elec INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.7 Elec THIS SECTION INTENTIONALLY BLANK Presently there are no procedures required for this section –oOo– 8 JAN 2007 2.4.7 Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.7 Elec INTENTIONALLY LEFT BLANK 2.4.7 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU Table of Contents: 1. APU INFLIGHT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. BATTERY START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. CROSS BLEED START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 4. ENGINE IGNITION MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 5. MANUAL THROTTLE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 6. START VALVE MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5 7. USE OF ENGINE 2 INSTEAD OF APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 8. TWO ENGINE FERRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8 –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU APU INFLIGHT OPERATION NOTE: – – – – In flight the APU may only be used to supply electrical power if required. The APU may be started at altitudes up to 25,000 feet and operated within the APU Operating Envelope.(refer to FCOM 2.9 limitations) Multiple start attempts may be required for cold soaked conditions. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START Push APU START/STOP switch on APU panel, and observe ON light illuminates. When APU is started from APU START/STOP switch, APU PWR switch must be pushed to ON to supply electrical power. NOTE: An inflight start may take as long as 3 minutes and be characterized by fluctuations of N1, EGT, and N2 during acceleration to operating speed. 2. BATTERY START If two external pneumatic power units are used, the 1-2 isolation valve has to be opened manually by the ground crew. If the APU is used to supply pneumatic power, APU AIR has to be selected ON and the 1-2 isolation valve has to be opened manually by the ground crew. CAUTION: Operation of the APU with access door open, requires presence of a fire extinguisher. Engine 1 is preferably started first as pneumatic ground connector directly supplies air into its pneumatic manifold. NOTE: If due to circumstances it is more practical to start engine 3 first, this may be attempted, however to provide engine 3 start pneumatic pressure, select 1--3 ISOL ON. The 1--3 isolation valve is powered from the L EMER bus. – – – – – – AML . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Exterior Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED Cockpit Safety Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLOCKED CAUTION: – – Ensure wheels are blocked, brake system may have insufficient pressure to maintain adequate braking. BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG/APU FIRE Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST S Push ENG/APU FIRE TEST button on overhead panel. Observe all three ENG FIRE handle lights, APU FIRE handle light, and all three engine FUEL switches are illuminated. Engine/APU fire test must be repeated after AC buses are powered. NOTE: – MASTER WARNING light and fire bell will not operate and fire alerts will not display on EAD and SD unless aircraft power or emergency power is available – ENG/APU fire detection and fire extinguishing systems are available during battery start. – The fire extinguishing ENG 2 AGT LOW lights are operative during battery start. If APU can be used to supply pneumatic power: – APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Use START/STOP Switch on APU panel. 15 APR 2009 2.4.8 Page 1 MD-11 FCOM Procedures – – 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Pneumatic Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVAILABLE S Confirm with ground engineer that pneumatic supply is available. NOTE: – – – – To prevent battery discharge, complete engine start procedure without delay and power electrical bus as soon as possible. ENG IGN system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S PACK OFF lights will not illuminate until DC BUS 3 is powered. Reduced noise level indicates packs shutdown. Engine No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START NOTE: – – – Amber Engine Start Switch will not illuminate, check N2 rotation to confirm opening of start valve (indication visible at approx. 8%). Starting limits not indicated on EAD. The engine will stabilize at approach idle and return to minimum idle after power-up of the FCCs. After engine start: – Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Check No. 1 GEN ARM Light extinguished and all electrical buses powered. – EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ARM S Check Emergency Power ON Light out and BAT CHARGING alert displayed. – Start engine No. 2 and refer to USE OF ENGINE NO. 2 INSTEAD OF APU procedure in this section to facilitate normal ground handling procedures. – Fuel Switch Engine No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – APU (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Normal Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM NOTE: – The emergency power preflight test cannot be performed with an engine running. The emergency power system was adequately functioned during the ENGINE START procedure. No further check of emergency power is required. [END] 3. CROSS BLEED START – A minimum of 25 psi pneumatic pressure is required for a successful start (“START AIR PRESS LO” alert will be displayed if pressure is below 25 psi with starter valve open). – Increase in power of engine supplying starter air may be required, notify ATC of intention to operate one engine slightly above idle. ECON switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – J AIR SYSTEM in auto – START Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL F “START AIR PRESS LOW” alert displayed – Advance throttle supplying engine maintain minimum 25 psi. Reduce after starter disengagement of last engine. – Continue below. F “START AIR PRESS LOW” alert not displayed – Start engine using normal start procedures. After engines are started: – ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED [END] 2.4.8 Page 2 8 JAN 2007 MD-11 FCOM Procedures J 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU AIR MANUAL – – – – – BLEED AIR switch (Engine Supply Bleed) . . . . . . . . . . . . . . . . . . . . . . . . . ON BLEED AIR switches (Engine Being started) . . . . . . . . . . . . . . . . . . . . . . OFF Appropriate ISOL VALVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACK Switches (ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF START Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL F “ START AIR PRESS LOW” alert displayed – Advance throttle supplying engine maintain minimum 25 psi. Reduce after starter disengagement of the last engine. – Continue below. F “ START AIR PRESS LOW” alert not displayed – Start engine normal engine start procedure. After engines are started: – ISOL VALVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – BLEED AIR Switches (All) . . . . . . . . . . . . . . . . . . . . . . . . . . ON – PACK Switches (ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED [END] 4. ENGINE IGNITION MANUAL OPERATION NOTE: – – When “ENG IGN MANUAL” or “MSC AUTO FAIL” alert is displayed, the automatic function of the ignition system is inoperative. A or B ENG IGN switch MANUAL light illuminated indicates power is being supplied continuously to the selected ignition. When the automatic function of the ignition system is inoperative, select A or B ignitions system as follows: – Prior to engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL – After start of all engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF – Prior to take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL – After slat retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF – When icing conditions are anticipated . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL – When clear of icing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF – Prior to landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL – After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF NOTE: Although the ignition systems have no time limit, excessive use will reduce service life. 15 APR 2009 2.4.8 Page 3 MD-11 FCOM Procedures 5. 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU MANUAL THROTTLE OPERATION Take-off – – Rolling take-off not allowed. Adapt Take--off Procedure as follows: PROCEDURE EVENT Starting T/O roll PF PNF – Advance throttles to approx. 70% N1 – Check symmetrical and normal engine parameters – – – Release brakes Call ’TAKE-OFF’ Advance throttles to reference N1 Command ’CHECK THRUST’ – – – – Check FMA: T/O THRUST in altitude window Adjust N1 prior to 80 kt Call ’THRUST SET’ NOTE: The ’SET AUTOFLIGHT’ command should not be given to emphasize that the ATS is not available. Passing 80 KIAS At 1,500 ft HAA At or above Climb Thrust altitude – – Command “SET CLIMB THRUST” – Call “80 KNOTS, NO CLAMP”. – Check/set thrust reference changes to CLB THRUST Set N1 at reference N1 Call “CLIMB THRUST SET” – – Maintain N1 at or below reference N1. Engine Failure After V1 – Adapt engine failure procedure after V1 as follows: PROCEDURE EVENT Clean configuration established PF – Command ’SET MCT THRUST’ PNF – – – – Check thrust reference changes to MCT THRUST Set N1 at reference N1 Call ’MCT THRUST SET’ Maintain N1 at or below reference N1. Go-around – 2.4.8 Page 4 Adapt go-around procedure as follows: 17 SEP 2007 MD-11 FCOM Procedures 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU PROCEDURE EVENT PF At go-around altitude capture – Reduce thrust according speed schedule Accelerating or climb continued – Command ’SET CLIMB THRUST’ Accelerate and/or climb – – – 6. PNF – – – Check/set thrust reference to CLB THRUST Set N1 at reference N1 Call ’CLB THRUST SET’ Maintain N1 at or below reference N1. When returning for a next approach continue with GA thrust reference limit. START VALVE MANUAL OPERATION This procedure has to be performed if the engine start valve fails to open or close pneumatically. – – – – Review start procedure with ground engineer prior to starting the engines. If possible, start the affected engine first. Use MAINT INTPH system to communicate during the start procedure. Complete Before Starting Checklist. – ENGINE START SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL Command ground crew: – Engine Starter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “OPEN START VALVE” S Observe appropriate engine starter switch light illuminates or there is ground crew notification that starter valve is opened. S Continue start using normal engine start procedures. When engine reaches 45% N2, command ground crew: – Engine Starter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “CLOSE START VALVE” S Verify associated engine starter switch light extinguishes or confirm through ground crew that starter valve is closed. – Continue normal start procedures. NOTE: 1. If the ground crew is unable to close the start valve, perform Abnormal Non--Alert procedure START VALVE LIGHT ILLUMINATED AFTER START OR IN FLIGHT. 2. In case of an in-flight engine start, a windmill start has to be performed. [END] 15 APR 2009 2.4.8 Page 5 FCOM Procedures 7. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU USE OF ENGINE 2 INSTEAD OF APU If it is required to use engine 2 during a ground stop: – Inform ATC, groundstaff and the purser. – One cockpit crew member must stay in the cockpit to monitor the engine. – The engine may be used at idle only. – Take off warning test can not be performed. – Aft doors should not be used for (dis)embarkation. – – – – – Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Only left and right main gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLOCKED HYDRAULIC SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AIR MANUAL – – – – 1-2 ISOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PACKs 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 ISOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PACK 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ON OFF OFF When operating during prolonged time at high temperatures (to preclude heating problems in the aft accessory compartment): – Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY ANU S This provides a gap in the stabilizer to fuselage fairings. S 3_ ANU when refueling – HYD SYS 2 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR If temperature exceeds approximately 70_C: – Contact ground engineer to check that flight control surfaces are clear. – Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE S Operate flight controls until temperature has decreased below approximately 65_C. If loading, unloading or refueling of the aircraft takes place: – Ground Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORM S Inform ground crew to temporarily stop loading/unloading. – Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE S At weight intervals of approx. 30 tons cycle the brakes to prevent overstressing of the center gear. – Before starting engines, restore hydraulic system to normal configuration. NOTE: – – – – – – – – 2.4.8 Page 6 Do not enter any weight on FMS WEIGHT INIT page until refueling is completed. TAXI FUEL not available on FMS WEIGHT INIT page. Manual cargo doors test should be performed after all cargo doors are closed. Fuel used reset may be required. After engine start, AUX PUMP 1 has to be switched off. WEIGHT INIT page line 1R will display “(XXX)/FQ” Manual computed V speeds MUST BE USED. FMS speeds and TOGW will be in error A preflight FUEL SYSTEM TEST is not possible with ENG no 2 operating. 17 SEP 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU Perform EMERGENCY POWER TEST and HYD PRESSURE TEST below: EMERGENCY POWER TEST – – – – – ELEC SYSTEM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verify ARM AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Observe the ELEC synoptic displays the “EMER PWR ON” level 1 alert and the LEAC and LEDC bus symbols are green (powered). NOTE: Power transfer may cause various alerts to be displayed. If any alerts remain after this test is complete, use QRH procedure if applicable. J “BUS L EMER AC OFF” level 1 alert displayed – AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the AC TIE 1 switch and observe AC 1 bus, AC 1 TIE and DC 1 bus symbol is green (powered). – DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the DC TIE 1 switch and observe DC 1 TIE symbol is green (powered). – EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Maintenance action required. – Continue with Hydraulic Pressure Test. J “BUS L EMER AC OFF” level 1 alert not displayed F “BUS L EMER DC OFF” level 1 alert displayed – DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the DC TIE 1 switch and observe DC 1 bus and DC 1 TIE symbol is green (powered). – AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the AC TIE 1 switch and observe AC 1 bus and AC 1 TIE symbol is green (powered). – EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF – Maintenance action required. – Continue with Hydraulic Pressure Test. F “BUS L EMER DC OFF” level 1 alert not displayed – AC TIE 1 switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the AC TIE 1 switch and observe AC 1 bus, AC 1 TIE and DC 1 bus symbol is green (powered). – DC TIE 1 switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM) S Push the DC TIE 1 switch and observe DC 1 TIE symbol is green (powered). – EMER PWR selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, then ARM – Continue below. 15 APR 2009 2.4.8 Page 7 MD-11 FCOM Procedures 2.4 SUPPLEMENTAL PROCEDURES 2.4.8 ENG/APU j “GALLEY BUS OFF” alert displayed – GALLEY BUS switches . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH S Push the GALLEY BUS switches with OFF light illuminated. CAUTION: – Do not push any switch with OFF light illuminated more than once. Continue below. j “GALLEY BUS OFF” alert not displayed f ELEC SYSTEM auto mode available – ELEC SYSTEM switch . . . . . . . . . . . . . . . . . . . . . . . PUSH/AUTO S Push the ELEC SYSTEM switch and observe the MANUAL light is extinguished and the “ELEC SYS MANUAL” level 1 alert is no longer displayed. – Continue with Hydraulic Pressure Test. f ELEC SYSTEM auto mode not available – Continue with Hydraulic Pressure Test. HYDRAULIC PRESSURE TEST After engines 1 and 3 are started: – perform hydraulic pump test, use hydraulic manual box of BEFORE TAXI Checklist. J Hydraulic system auto mode available – HYD SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH/AUTO S Push the HYD SYSTEM switch and observe the MANUAL light is extinguished and the “HYD SYS MANUAL” alert is no longer displayed. NOTE: “HYD PUMP TST FAIL” alert may appear at the end of the flight due to incomplete automatic hydraulic (engine driven) pump test. [END] J Hydraulic system auto mode not available NOTE: “HYD PUMP TST FAIL” alert may appear at the end of the flight due to incomplete automatic hydraulic (engine driven) pump test. [END] 8. TWO ENGINE FERRY Refer to AFM Appendix 2 -- Two Engine Ferry. Two Engine Ferry may only be carried out by dedicated crew (e.g. Flt Tech MD11). 2.4.8 Page 8 17 SEP 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.9 FMS Table of Contents: 1. DISPATCH WITH FMS 2 INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 1 –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.9 FMS INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2.4 SUPPLEMENTAL PROCEDURES 2.4.9 FMS DISPATCH WITH FMS 2 INOPERATIVE Preparation NOTE: – – – – – Mode and range should always be the same on both NDs; otherwise the FMC RANGE DISAGREE message will be displayed. F/O FMS SISP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O ON 1 MCDU 2 (Menu Page LSK 1L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMC 1 Take-Off Data Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED S Fill out the take-off data card normally and in addition enter the following: – V1, VR, V2, from either LINTOP or from FMC1 when using TL charts. – VFR, VSR and VCL speeds from FMC1. – full take-off N1 or T/O1 10% derate or T/O2 20% derate take-off N1 setting from FMC1. – climb thrust N1 settings from table below. S For anti-ice on, subtract 2% N1 from table value. Pressure Altitude (ft) OAT (_C) 0 1500 2000 4000 5000 10000 15000 -30 90.9 92.0 92.5 94.2 95.0 98.3 102.0 -20 92.7 94.0 94.4 96.1 96.9 100.2 103.9 -10 94.5 95.7 96.1 97.9 98.7 101.9 105.7 0 96.2 97.5 97.9 99.7 100.5 103.8 105.9 10 98.0 99.3 99.7 101.5 102.3 104.1 104.6 20 99.7 101.0 101.5 102.4 102.6 102.9 103.3 30 100.0 100.3 100.4 100.9 101.1 101.5 NOTE: After CLB thrust has been set, FADEC will adjust N1 during climb. FADEC will also protect against overboost. FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND SET S Perform a normal FMS setup. In addition perform the following items: – Insert and check the flight-plan up to entry point (STAR is lost if FMC 1 fails). – Manually tune both VORs and radials according to the SID. Before starting – Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND SET S Insert weights, CGs and speeds. S Check data again with take-off data card. Take-off J FMC 1 remains operative – Perform a normal take-off. – Manually tune VORs as required, in order to have the correct VOR tuned should FMC 1 fail. – During flight check FMS gross weight on the WEIGHT INIT page at regular intervals against the gross weight on the ENG page. – During flight check FMS position at regular intervals using raw data. – If FMC 1 fails, perform Abnormal Non--Alert procedure -- FMC FAILURE. [END] 15 APR 2011 2.4.9 Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.9 FMS J FMC 1 fails NOTE: 1. If FMC failure occurs before V1, the take-off warning will sound due to loss of stabilizer trim green band. Consequently, the take-off must be rejected. 2. If FMC failure occurs after V1: – NAV mode disarms or disengages; reversion to heading mode. – PROF and FMS speed modes disarm or disengage. – ATS disengages. ATS can be re-engaged when not in take-off or level change mode. – NAV/RADIO preselect fields are cleared. – Packs are shut down if failure occurs below the thrust reduction altitude. “AIR SYS 1, 2 and 3 OFF” alerts are displayed. AVNCS FAN OVRD light comes on. Above thrust reduction altitude, packs will start operating again. – Thrust limits are lost. – Landing altitude is lost. SET LDG ALTITUDE alert is displayed. – VMIN, VFR and VSR are removed from the speed scale. – MAP FAIL is displayed on both NDs. – All waypoints of the SID are lost. Adapt flight techniques as follows: CREW CO-ORDINATION FLIGHT PHASE or EVENT PF FMC 1 Failure – With AP on – – Continue normal take-off up to and including ’SET AUTO FLIGHT’ Command ’SET STANDBY NAV/RAD’ Command PNF – Call ’FMC FAILURE’ – Select the STBY NAV/RAD page on both MCDUs Select the VOR mode on both ECPs – ’SET VOR/VOR’ – – – – At or above CLIMB THRUST altitude – – At or above acceleration altitude – – Follow the SID using the HEADING or TRACK mode Command ’SET ALTITUDE’ Command ’SET CLIMB THRUST’ – Monitor flight progress – – Command ’SET SPEED’ Accelerate – Pull ALTITUDE selector Set climb thrust N1 from the take-off data card. Call ’CLIMB THRUST SET’ Pull IAS/MACH selector Continue normal take-off. Retract flaps and slats at the take-off data card speeds. When established in the clean configuration with speed VCL, perform Abnormal Non--Alert procedure -- FMC FAILURE. NOTE: If FMC 1 has failed due to a time--out, re-appearance of the FMC 1 prompt on the MENU page indicates a successful reset. [END] –oOo– 2.4.9 Page 2 15 APR 2011 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel Table of Contents: 1. FUEL CROSSFEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. MINIMUM FUEL APPROACH AND MANIFOLD DRAIN OPERATION . . . page 2 3. REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 4. 3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 3.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 TAIL FUEL FWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 –oOo– 4 FEB 2008 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel FUEL CROSSFEED – – – FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY MANUAL S If fuel system is in automatic mode, push FUEL SYSTEM SELECT switch and observe MANUAL light illuminates. TANK TRANS Switch (Supplying Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Push appropriate TANK TRANS switch and observe ON light illuminates. TANK XFEED Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Push appropriate TANK XFEED switch and observe ON light illuminates. NOTE: – – – – If fuel crossfeed valves are opened so that tank 2 and tank 1 or 3 are supplying fuel to the engines through the fuel manifold, tank 2 can be expected to override the other tank and feed all engines. XFEED DISAG light illuminates briefly while valve is in transit. Tank PUMPS Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push appropriate TANK PUMPS switch and observe OFF light illuminates. Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR S Manage fuel distribution so transfer or crossfeed from tank 1 or 3 is not required with less than 4,600 kg remaining in each tank. S Maintain balance between tank 1 and 3 to within 1,800 kg. NOTE: Below approx. 4,600 kgs, fuel transfer rate from outboard to inboard compartment during an extended tank to tank transfer or crossfeed is not sufficient to sustain flow to more than one engine operating at cruise power. When desired quantity has been reached: – TANK PUMPS Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON S Push appropriate TANK PUMPS switch and observe OFF light extinguishes. – TANK XFEED Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push appropriate TANK XFEED switch and observe ON light extinguishes. – TANK TRANS Switch (Supplying Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push appropriate TANK TRANS switch and observe ON light extinguishes. – FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or MANUAL S If system was in manual before starting procedure, leave system in manual. [END] 8 JAN 2007 2.4.10 Page 1 MD-11 FCOM Procedures 2. 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel MINIMUM FUEL APPROACH AND MANIFOLD DRAIN OPERATION NOTE: Approximately 900 kg in each tank is sufficient for a missed approach and visual return. FUEL MANUAL When fuel quantity in any main tank reaches approximately 900 kg: – All TANK TRANS Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push all tank TRANS switches and observe ON lights extinguish. – All TANK XFEED Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push all tank XFEED switches and observe ON lights extinguish. – MANF DRAIN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN S Open MANF switchguard, push MANF DRAIN switch and observe DRAIN light illuminates. “FUEL MANF DRAIN” level 1 alert will be displayed. NOTE: In drain position, manifold drain valves will open and allow fuel in crossfeed manifold (approx. 180 kgs) to drain into tank 2 when fuel quantity in tank 2 is less than approx. 900 kgs. – Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CAUTION: – – Crossfeed valves should not be on nor transfer pumps operated after a fuel manifold drain. Do not attempt a missed approach if fuel in any main tank is 700 kg or less. Avoid pitch up in excess of that required for safe climb gradient. NOTE: If “TNK__FWD PUMP LO” alert is displayed while in a pitch up attitude, no crew action is required. The alert will extinguish when pitch attitude is lowered. [END] 3. REFUELING 3.1 GENERAL There are two refueling stations, one under each wing outboard of engines 1 and 3. They are located behind a service door near the leading edge of the wing. Each refueling station has two refuel adapters. The refueling control panel is installed under the RH wing. At Schiphol, the KLM Fueling Department is in charge of refueling. At outstations, refueling should be done or supervised by a KLM qualified AMT. The automatic fueling system should be used as the primary means of fueling. If the accuracy of a quantity indication is in doubt or an indication is known to be inoperative, the appropriate tank must be filled by stick method. To perform this at Schiphol, KLM Fueling Department must contact the AMT. 2.4.10 Page 2 8 JAN 2007 FCOM Procedures 3.2 MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel PROCEDURE – Refuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT S Enter the required departure fuel quantity as REFUEL QTY on line 1 of the FMS FUEL INIT page. – Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENERGIZED S Move the POWER Switch on the refueling control panel to ARM and hold until the POWER light illuminates. S The refueling system will perform a selftest which is complete when the initial indications are displayed again. – Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED S Check that AUTO OVRD and KGS indications are on. S Check that all fill valve switches are in the CLOSED position. – Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START S Connect the fuel hoses to the refuel adapters. S Select fill valve switches to the AUTO position. S Select nozzle valve levers to open. S Pressurize fuel hoses. NOTE: Fuel fill valves will open after approx. 10 sec. Refueling can be stopped any time by pushing the STOP FUEL switch and restarted again by pushing the START FUEL switch. Refueling will stop automatically when the FMS inserted fuel quantity has been reached. When required amount of fuel is on board: – Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP S Select fill valve switches to the CLOSED position. S Depressurize fuel hoses. S Select nozzle valve levers to close. S Disconnect the fuel hoses from the refuel adapters. Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-ENERGIZED S Move the POWER Switch on the refueling control panel to DISARM and hold until the POWER light extinguishes. [END] – 4 FEB 2008 2.4.10 Page 3 MD-11 FCOM Procedures 4. 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel TAIL FUEL FWD When “TAIL FUEL FWD” alert is displayed, push FUEL SYSTEM SELECT switch from AUTO to MANUAL then back to AUTO. J “TAIL FUEL FWD” alert not displayed – No further crew action required. [END] J “TAIL FUEL FWD” alert displayed – Cruise performance may be affected. NOTE: – The fuel burn penalty for tail fuel management system inoperative (tail tank empty) is dependent on the zero fuel weight center of gravity as follows: ZFWCG (% MAC) FUEL BURN PENALTY (%) BELOW 22 22 TO 28 ABOVE 28 2.7 2.0 1.0 The cruise penalty can be entered as a PERF FACTOR (+) on the FMS A/C STATUS page to correct FMS enroute predictions. F Less than 4 hours remain in flight leg, or “FUEL TEMP FAIL” alert displayed, CG display inoperative, or tail tank empty – Continue flight with fuel system in AUTO. [END] F More than 4 hours remain in flight leg, and “FUEL TEMP FAIL” alert not displayed, CG display operative, and tail tank not empty – FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . MANUAL S Push FUEL SYSTEM SELECT switch and observe MANUAL light illuminates. NOTE: – – – – – – – 2.4.10 Page 4 When switching the fuel system from AUTO to MANUAL, fuel system controller (FSC) will turn on tank pumps 1, 2 and 3, L and R aux tank transfer and tail tank transfer pumps. Tank 2 transfer pump and 1, 2 and 3 fill valves will remain in previously selected positions. Wait 4 sec for the FSC to coordinate pump sequence before selecting any pump. Select FUEL synoptic. Verify the transfer path from the tail tank to the aux tanks. Verify the tail tank transfer pumps are on and green flow lines are illuminated, and the upper aux tank fill spigot is displayed. Verify upper and lower aux pumps are functioning by observing the green flow and pressure indications on the synoptic. TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S Push TAIL TANK TRANS switch and observe ON light extinguishes. Tank 1, 2 and 3 FILL Switches . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Monitor aircraft center of gravity and tail tank fuel temperature. Maintain center of gravity forward of 32% MAC and tail tank fuel temperature warmer than --35_C Continue below. 4 FEB 2008 MD-11 FCOM Procedures 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel j CG > 32% MAC – TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . ON S Push TAIL TANK TRANS switch and observe ON light illuminates. When CG decreases to 30% MAC: – TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . OFF S Push TAIL TANK TRANS switch and observe ON light extinguishes.. – Tank 1, 2, and 3 FILL Switches . . . . . . . . . . . . . . . . . . . AS REQUIRED – Monitor aircraft center of gravity and tail tank fuel temperature. – Maintain center of gravity forward of 32% MAC and tail tank fuel temperature warner than --35_C [END] j CG not > 32% MAC f Tail fuel temp --35_C or colder, or tail fuel quantity < 2268 kg, or upper aux tank empty – FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . AUTO S Push FUEL SYSTEM SELECT switch and observe MANUAL light extinguishes. NOTE: “TAIL FUEL FWD” alert may be displayed, and fuel will transfer forward or normal tail fuel management will occur. [END] f Tail fuel temp --34_C or warmer, and tail fuel quantity > 2268 kg, and upper aux tank not empty – Monitor center of gravity. [END] –oOo– 4 FEB 2008 2.4.10 Page 5 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.10 Fuel INTENTIONALLY LEFT BLANK 2.4.10 Page 6 4 FEB 2008 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.11 Hyd Table of Contents: Presently there are no procedures required for this section –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.11 Hyd INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.11 Hyd THIS SECTION INTENTIONALLY BLANK Presently there are no procedures required for this section –oOo– 8 JAN 2007 2.4.11 Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.11 Hyd INTENTIONALLY LEFT BLANK 2.4.11 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.12 Misc Table of Contents: 1. SETTING OF CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. STOPPING OF COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . page 1 3. USE OF CREW OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.12 Misc INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.12 Misc SETTING OF CLOCK To set the clock, the DATE Button (upper RH corner) and UTC Selector (lower RH corner) are used. – – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK S Push DATE button to alternate between date and time display. When date display is selected, the display cycles between year and day/month. J Time not correct – DATE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TIME – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FS/D S Hour display is incremented by one per second. Minute display does not change. When hour display is correct: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SS/M S Minute display is incremented by one per second. Hour display does not change When minute display is correct: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HLD/Y At exact time: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN [END] J Date not correct – DATE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DATE – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FS/D S Day display is incremented by one per second. Month display does not change. When day display is correct: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SS/M S Month display is incremented by one per second. Day display does not change. When month display is correct: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HLD/Y S Year display is incremented by one per second. When year display is correct: – UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN [END] 2. STOPPING OF COCKPIT VOICE RECORDER If the recorded information has to be preserved according OM part A, BOM. On the overhead circuitbreaker panel: S COCKPIT VOICE RECORDER (F20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AND CLIP – Report in AML. [END] – 8 JAN 2007 2.4.12 Page 1 FCOM Procedures 3. MD-11 2.4 SUPPLEMENTAL PROCEDURES 2.4.12 Misc USE OF CREW OXYGEN Whenever oxygen is required: – Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON – N(ormal)/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N or 100% S Use 100% in case of emergency descent, smoke or fumes. S Use N(ormal) after emergency descent or whenever supplemental oxygen is required. – Check flow indicator shows yellow cross. – Check other crewmember(s) for signs of oxygen starvation. If smoke or fumes enter mask or oxygen is needed in case of illness: – Emergency Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE 90_ RIGHT When oxygen is no longer required: – Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW – Oxygen Mask Container Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE – Reset/Test Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH NOTE: The last two actions will restore normal communication. –oOo– 2.4.12 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8 TOC Table of Contents: 2.8.1 . LEVEL 1 ALERTS 1. Level 1 Alert List 2.8.2 LEVEL 0 ALERTS 1. Level 0 Alert List –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8 TOC INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts LEVEL 1 ALERT LIST Level 1 Alert Action Code Consequence(s)/Description AC TIE FAULT NO T/O Consequences: – DO NOT CONNECT EXTERNAL POWER – LEAVE AC TIE BUS ISOLATED – APU MAY BE USED IF AVAILABLE The AC tie bus is inoperative and all bus tie relays are locked out. AC TIE__OFF (1, 2, 3) NO T/O/ SWITCH Consequence: NONE The respective AC TIE has been manually selected OFF, or automatically selected OFF by the electrical system due to a fault. ADG ELEC SWITCH ON SWITCH Consequence: NONE The ADG ELEC switch on the electrical panel has been selected ON. AFSC FAULT MAINT Consequence: NONE There is an internal fault detected by the Ancillary Fuel System Controller. System operation may be affected. A-ICE SENSOR FAIL MAINT Consequence: – DEPART ICING AREA A primary and a backup sensor of one of the pneumatic system controllers are unable to monitor pressure or temperature for the associated airfoil anti--ice system. Anti-ice may be inoperative. A-ICE SYS MANUAL MAINT/ SWITCH Consequence: NONE The automatic anti-ice system has reverted to MANUAL because of a fault or has been selected to MANUAL. The auto anti--ice system will revert to MANUAL if the AIR system is selected to MANUAL. AIL DEFLECT INOP MAINT Consequence: NONE Aileron deflection system command signals are inoperative. AIR COND DOOR MAINT Consequence: NONE One or more of the air conditioning pack access doors is not closed and latched. AIR DATA HTR ON MAINT Consequence: NONE An air data probe heater is on when it should be off. AIR__ISOL DISAG (1-2, 1-3) MAINT Consequence: – DO NOT CONNECT ACTIVE BLEEDS The respective isolation valve is not in the commanded position. If the valve is open, the crew should not allow two active bleed sources to be interconnected. 8 JAN 2007 2.8.1 Page 1 FCOM Procedures 2.8.1 Page 2 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description AIR LRU INOP N/A Consequence: NONE Maintenance action has been taken to declare an airconditioning pack, pneumatic system, or manifold sensor inoperative. The system can be operated in auto mode and will not use the affected component. AIR MANF TST FAIL NO T/O Consequence: NONE The automatic test of the Air Manifold Failure Detection System has failed. AIR SYS 1 OFF MAINT/ SWITCH Consequences: – IF MANF FAILED DO NOT REPRESSURIZE – WING ANTI-ICE NOT AVAILABLE – NO FWD GALLEY VENT – DEGRADED AFT CARGO VENTILATION Air system 1 is OFF. This could occur automatically as a result of a manifold failure (main manifold, anti-ice manifold, or pack manifold), or as a result of an airfoil anti-ice valve open on the ground. It will also occur as a result of the number 1 engine fire handle being pulled (air system AUTO only) or the flight crew manually selecting the air system OFF. If the MANF light remains illuminated for an extended period of time, but the ’AIR MANF__FAIL’ alert is not displayed, the system is depressurized. AIR SYS 2 OFF MAINT/ SWITCH Consequences: – IF MANF FAILED DO NOT REPRESSURIZE – TAIL ANTI-ICE NOT AVAILABLE – FLAPS 35 FOR LDG IF ICE SUSPECTED – NO AFT/CTR CARGO HEAT – NO AFT GALLEY VENT Air system 2 is OFF. This could occur automatically as a result of a manifold failure (main manifold, anti-ice manifold, or pack manifold), or as a result of an airfoil anti-ice valve open on the ground. It will also occur as a result of the number 2 engine or APU fire handle being pulled (air system AUTO only) or the flight crew manually selecting the air system OFF. If the MANF light remains illuminated for an extended period of time, but the ’AIR MANF__FAIL’ alert is not displayed, the system is depressurized. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description AIR SYS 3 OFF MAINT/ SWITCH Consequences: – IF MANF FAILED DO NOT REPRESSURIZE – WING ANTI-ICE NOT AVAILABLE – NO FWD CARGO HEAT Air system 3 is OFF. This could occur automatically as a result of a manifold failure (main manifold, anti-ice manifold, or pack manifold), or as a result of an airfoil anti-ice valve open on the ground. It will also occur as a result of the number 3 engine fire handle being pulled (air system AUTO only) or the flight crew manually selecting the air system OFF. If the MANF light remains illuminated for an extended period of time, but the ’AIR MANF__FAIL’ alert is not displayed, the system is depressurized. AIR SYS MANUAL SWITCH Consequence: NONE The air system is in the manual mode. AIR SYS TEST FAIL NO T/O Consequence: NONE The automatic test of the air system has failed. A second test may be performed. If alert is displayed again, call maintenance. ANTI-SKID FAULT MAINT Consequence: NONE There is a fault in the anti-skid system. Anti-skid will function normally. ANTI-SKID OFF SWITCH Consequence: NONE The anti-skid system has been commanded off via the ANTI-SKID switch. AOA HEAT__FAIL (L, R) MAINT Consequence: NONE The respective angle of attack probe heater has failed. APU AUTO SHUTDOWN MAINT Consequence: – RESTART FROM APU PANEL ONLY The APU has automatically shut down. An attempt may be made to restart the APU from the APU panel. APU DOOR DISAG MAINT Consequence: NONE The APU inlet/exhaust door is not in the commanded position. APU FAIL MAINT Consequence: NONE The APU has automatically shut down due to a failure. A restart should not be attempted. APU FAULT MAINT Consequence: NONE There is a fault in the APU control circuit. APU operation may not be affected. APU FSO NOT CLSD NO T/O Consequence: NONE The APU fuel shutoff valve did not close following a normal or emergency shutdown. 8 JAN 2007 2.8.1 Page 3 FCOM Procedures 2.8.1 Page 4 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description APU FUEL PRES LO MAINT/ SWITCH Consequence: – ALTERNATE FUEL SOURCE MAY BE REQD Fuel pressure to the APU may be too low for APU operation. When the fuel system is in manual mode, fuel pressure may be supplied by an alternate source. APU MAINT DOOR MAINT Consequence: NONE The APU DOOR switch on the upper maintenance panel is in the OPEN position and the APU inlet door is open. APU STARTER FAULT MAINT Consequence: NONE An APU starting system fault exists and the APU should not be started. If the APU is already running, operation may be continued. ATC XPDR__FAIL (1, 2) MAINT Consequence: NONE The respective Air Traffic Control transponder has failed. This alert may also appear during the transponder and TCAS test. AUTO BRAKE OFF SWITCH Consequence: NONE The AUTO BRAKE Selector is in the OFF position and the landing gear handle is down. AUTO SLAT FAIL NO T/O Consequence: NONE The auto slat extension is inoperative. AUTO TRIM FAIL NO T/O Consequence: NONE The automatic pitch trim is inoperative. Manual trim is operative. AUTOPILOT SINGLE MAINT Consequence: NONE Only one autopilot is available. AUX LWR__PMP OFF (L, R) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected low pressure in the respective pump and turned the pump off. The rate of fuel transfer from the lower aux tank will be slower. Pull associated Fuel Pump Control CB: AUX TANK L LWR . . . . . . . F23 (Upper main) AUX TANK R LWR . . . . . . . G23 (Upper main) AUX LWR__PUMP LO (L, R) MAINT Consequence: NONE With the fuel system in manual mode, the respective fuel pump outlet pressure is low and the pump should be considered inoperative. The rate of fuel transfer from the lower auxiliary fuel tank will be slower. Pull associated Fuel Pump Control CB: AUX TANK L LWR . . . . . . . F23 (Upper main) AUX TANK R LWR . . . . . . . G23 (Upper main) 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description AUX LWR PUMPS LO MAINT Consequence: – FUEL IN LWR AUX TANK IS UNUSABLE Both fuel pumps in the lower auxiliary tank have low pressure. On fuel page determine usable fuel in the unaffected aux tank. AUX TANKS fuel quantity indication shows sum of upper and lower aux tank quantities; lower aux tank capacity approx. 5.000 kg, upper aux tank capacity approx. 40.000 kg. Pull associated Fuel Pump Control CBs: AUX TANK L LWR . . . . . . . F23 (Upper main) AUX TANK R LWR . . . . . . . G23 (Upper main) AUX UPR__PMP OFF (L, R) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected low pressure in the respective pump and turned the pump off. The rate of fuel transfer from the upper aux tank will be slower. Pull associated Fuel Pump Control CB: AUX TANK L UPR . . . . . . . F22 (Upper main) AUX TANK R UPR . . . . . . . E23 (Upper main) AUX UPR__PUMP LO (L, R) MAINT Consequence: NONE With the fuel system in manual mode, the respective fuel pump outlet pressure is low and the pump should be considered inoperative. The rate of fuel transfer from the upper auxiliary fuel tank will be slower. Pull associated Fuel Pump Control CB: AUX TANK L UPR . . . . . . . F22 (Upper main) AUX TANK R UPR . . . . . . . E23 (Upper main) AUX UPR PUMPS LO AVNCS EXT ACC DR 8 JAN 2007 Consequence: – FUEL IN TANK IS UNUSABLE Both fuel pumps in the upper auxiliary tank have low pressure. On fuel page determine usable fuel in the unaffected aux tank. AUX TANKS fuel quantity indication shows sum of upper and lower aux tank quantities; lower aux tank capacity approx. 5.000 kg, upper aux tank capacity approx. 40.000 kg. N/A If quantity is less than 450 kgs: No crew action required. MAINT If quantity is more than 450 kgs: Pull associated Fuel Pump Control CBs: AUX TANK L UPR . . . . . . . F22 (Upper main) AUX TANK R UPR . . . . . . . E23 (Upper main) MAINT Consequence: NONE The external avionics access door is not closed and latched. 2.8.1 Page 5 FCOM Procedures 2.8.1 Page 6 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description AVNCS FAN OVRD MAINT/ SWITCH Consequence: NONE The avionics exhaust fan is operating in flight. In normal operation, this fan is off in flight. It is automatically turned on if the cooling flow goes below normal or if manually selected ON by the flight crew. AVNCS NOSE WHL DR MAINT Consequence: NONE The external avionics nose wheel access door is not closed and latched. BALST SW/FMS XCHK MAINT/ SWITCH Consequence: NONE The tail tank ballast switches on the maintenance panel are not in agreement with the declared ballast in the FMS. BAT CHARGER INOP NO T/O Consequence: NONE The battery charger is inoperative. This alert is inhibited in flight. BAT CHARGING NO T/O Consequence: NONE The battery is being charged. This alert is normally displayed for a short time after an APU start or emergency power test. BAT DISCHARGING NO T/O Consequence: – LAND AT NEAREST SUITABLE AIRPORT – BATTERY DIRECT BUS MAY FAIL Battery direct bus failure is indicated by removal of the clock on the NDs and amber boxed battery voltage indication on the ELEC page. When the battery direct bus fails the following systems are inoperative: – Engine and APU fire extinguishing – EVAC signalling – Clock display on NDs – APU starting. – Auto EMER PWR switching. BAT LOW NO T/O Consequence: – LAND AT NEAREST SUITABLE AIRPORT Battery voltage is below 22V for more than 90 sec. BAT SWITCH OFF NO T/O/ SWITCH Consequence: NONE The BAT switch has been manually selected to the OFF position. BLEED AIR__OFF (1, 2, 3) MAINT/ SWITCH Consequence: NONE Associated engine bleed valve is closed with associated air system pressurized from another source. BLEEDS NOT OFF SWITCH Consequence: NONE This alert appears if a packs off take-off is selected (packs and anti-ice off) and the bleeds were not selected OFF prior to advancing the throttles for take-off. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description BRAKE DIFF TEMP MAINT Consequence: NONE There is a significant difference in the brake temperatures. New installed brake units can cause this alert to be displayed. The break-in period may be up to 50 landings. BUS AC 1 OFF NO T/O Consequences: – GPWS INOPERATIVE – AUTO GROUND SPOILERS INOPERATIVE AC bus 1 is unpowered or the associated sensing circuit has failed. BUS AC 2 OFF NO T/O Consequence: NONE AC bus 2 is unpowered or the associated sensing circuit has failed. BUS AC 3 OFF NO T/O Consequence: – AUTO SLAT EXTENSION INOPERATIVE AC bus 3 is unpowered or the associated sensing circuit has failed. BUS AC GND OFF NO T/O Consequence: NONE AC ground service bus is unpowered or the associated sensing circuit has failed. BUS DC 1 OFF NO T/O Consequences: – WING ANTI-ICE INOPERATIVE – ALTITUDE ALERT AURAL WARNING INOP – HYD 1 PRESSURE INDICATION INVALID – AUTO GROUND SPOILERS INOPERATIVE – ENG 1 REVERSE INOPERATIVE – ENG 3 REVERSE INOPERATIVE DC bus 1 is unpowered or the associated sensing circuit has failed. BUS DC 2 OFF NO T/O Consequences: – ENG 2 REVERSE INOPERATIVE – HYD 2 PRESSURE INDICATION INVALID DC bus 2 is unpowered or the associated sensing circuit has failed. BUS DC 3 OFF NO T/O Consequences: – TAIL ANTI-ICE INOPERATIVE – AUTO SLAT EXTENSION INOPERATIVE – HYD 3 PRESSURE INDICATION INVALID – CABIN ALT ALERT & AURAL WARNING INOP – LANDING GEAR AURAL WARNING INOP – AUTO BRAKES INOPERATIVE DC bus 3 is unpowered or the associated sensing circuit has failed. BUS DC CABIN OFF NO T/O Consequence: NONE DC cabin bus is unpowered or the associated sensing circuit has failed. 8 JAN 2007 2.8.1 Page 7 FCOM Procedures 2.8.1 Page 8 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description BUS DC GND OFF NO T/O Consequence: NONE DC ground service bus is unpowered or the associated sensing circuit has failed. BUS R EMER AC OFF NO T/O Consequence: NONE Right emergency AC bus is unpowered or the associated sensing circuit has failed. BUS R EMER DC OFF NO T/O Consequence: NONE Right emergency DC bus is unpowered or the associated sensing circuit has failed. CAB DOOR OVWING__ (L, R) MAINT/ SWITCH Consequence: NONE The respective main cabin passenger door is not closed and armed. Direct cabin crew to verify affected door is in automatic. CAB PRES SYS MAN SWITCH Consequence: – MAX CABIN DP FOR LANDING 0.5 PSI The cabin pressurization system is in manual mode. Refer to Supplemental Procedures Air -Cabin Pressurization Manual Operation. CABIN BUS SW OFF SWITCH Consequence: NONE The CAB BUS switch has been manually selected OFF. This removes power from the cabin buses. CABIN DOOR ___ (AFT L, AFT R, FWD L, FWD R, MID L, MID R) MAINT/ SWITCH Consequence: NONE The respective main cabin passenger door is not closed and armed. Direct cabin crew to verify affected door is in automatic. CABIN INFLO LO N/A Consequence: – MONITOR CABIN ALTITUDE Cabin altitude is climbing, outflow valve is closed and one or more packs are commanded ON. If air system select switch is in AUTO, the avionics exhaust fan will revert to override and remain in override until aircraft is on the ground. Flight conditions permitting, increase thrust until alert is removed. CABIN PRES RELIEF MAINT Consequence: – MAINTAIN DP < 9.1 PSI – USE MANUAL SYSTEM ONLY IF REQUIRED Cabin differential pressure has exceeded 8.76 psi and pressure relief valve(s) is (are) open. CABIN RATE N/A Consequence: NONE The cabin rate of climb or descent exceeds limits (approximately 1500 fpm climb or 750 fpm descent). 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description CAC AIR FLO OFF MAINT Consequence: – POSSIBLE AVIONICS FAILURE ON GND All center accessory compartment fans are inoperative. CAC DOOR MAINT Consequence: NONE The center accessory compartment external access door is not closed and latched. CAC MANF DECAY CK N/A Consequence: NONE A manifold failure condition has been detected in the center accessory compartment and a decay check is being performed to isolate the affected air system. This alert will be displayed for the duration of the check. CARGO FIRE AGT LO MAINT Consequence: NONE The pressure in one or more of the cargo fire agent bottles is low. CARGO FLO AFT OFF SWITCH Consequence: NONE The CARGO FIRE AFT FLOW switch has been manually selected OFF. CARGO FLO FWD OFF SWITCH Consequence: NONE The CARGO FIRE FWD FLOW switch has been manually selected OFF. CAWS FAULT MAINT Consequence: NONE Some functions of the Central Aural Warning System may be inoperative. CG DISAG SWITCH Consequence: NONE There is a disagreement between the aircraft center of gravity (CG) displayed on the system display and the CG entered in the Flight Management System. Confirm fuel load and entered data. COLD FUEL RECIRC N/A Consequence: NONE The Fuel System Controller is automatically circulating fuel in tanks 1 and 3 and/or the tail tank to increase the fuel temperature. If the fuel temperature continues to drop to within 3_C of the freezing point, the ’FUEL TEMP LO’ alert will be displayed. CPC FAULT MAINT Consequence: NONE One of the two Cabin Pressure Controllers is inoperative. CREW REST OPEN SWITCH/ MAINT Consequence: NONE The expandable crew rest is not properly stowed and latched. This alert is not displayed when the aircraft is above 17,750 ft. 8 JAN 2007 2.8.1 Page 9 FCOM Procedures 2.8.1 Page 10 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description CRG DOOR TST FAIL MAINT Consequence: NONE The cargo door test has failed. A manual test must be performed. Refer to Procedures & Techniques -- Ground Operation -- ENGINE START PROCEDURE. CRG DR__DISAG (FWD, AFT, CTR) MAINT Consequence: NONE A disagree condition exists between system A and B of the respective cargo door warning system. CRG FIRE TST FAIL MAINT Consequence: NONE The cargo fire test has failed. A manual test must be performed. Refer to Normal Procedures -- Expanded Procedures -CAPTAIN’S COCKPIT PREPARATION PROCEDURE. CRG FLO AFT DISAG MAINT Consequence: NONE The aft cargo compartment ventilation flow is in disagreement with the commanded position of the switch on the cargo fire panel. CRG FLO FWD DISAG MAINT Consequence: NONE The forward cargo compartment ventilation flow is in disagreement with the commanded position of the switch on the cargo fire panel. CRG TEMP CTL OFF SWITCH Consequence: NONE One or more of the cargo temperature control selectors are in the OFF position. If the cargo temperature control was turned off in response to a “SEL__TEMP OFF” alert, one attempt may be made to restore the system after the cargo temperature returns to normal. DC TIE__OFF (1, 3) NO T/O/ SWITCH Consequence: NONE The respective DC tie relay has been manually selected OFF by the flight crew or automatically selected OFF by the electrical system due to a fault. DEU OP DISAG NO T/O Consequence: NONE The option codes which determine the DEU configuration are different between operative DEUs. DEU__OP DISAG (1, 2, AUX) NO T/O Consequence: NONE The option code in the respective DEU, which determines the DEU configuration, is different from the other two DEUs. DEU P/N DISAG NO T/O Consequence: NONE The part numbers which determine the DEU configuration are different between operative DEUs. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description DEU__P/N DISAG (1, 2, AUX) NO T/O Consequence: NONE The part numbers in the respective DEU, which determines the DEU configuration, is different from the other two DEUs. DFDAU FAULT MAINT Consequence: NONE Some or all DFDR parameters are not being recorded. DFDR OFF MAINT/ N/A Consequence: NONE The flight data recorder is not operating. On the ground the DFDR requires engines operating and parking brakes released to operate. DISARM SPOILERS SWITCH Consequence: NONE Auto spoilers are inoperative. Select spoilers to the GROUND SPOILER position during rejected take-off and landing. NOTE: – – – – DISCH CARGO AGENT MAINT Consequence: NONE Approximately 90 minutes have elapsed since the first cargo fire agent was discharged. The flashing CARGO FIRE AGENT DISCH switch should be pushed. If “CRG FIRE LWR__” alert was not displayed, discharging the extinguishing agent may cause the “CRG FIRE LWR__” alert to display for a few seconds. NOTE: – – DOOR OPEN 8 JAN 2007 N/A Spoilers can only be manually deployed if the nose gear is on the ground. Spoilers have to be deployed to enable autobrake operation. Reference Calculated Landing Distances already cover delayed spoilers extension. Therefore no correction to the calculated landing distance is required. No pitch up tendency present after main gear touch down. Normal discharge time prior to LOW light illumination is 30 seconds for bottle 1 and 15 seconds for bottle 2. “CARGO FIRE AGT LO” alert is displayed together with LOW light illumination. Consequence: NONE One or more aircraft cabin doors are not closed and armed, or one or more cargo or external access doors including the tail cone/number 2 engine service platform (patio) doors are not closed and latched. 2.8.1 Page 11 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description ECON OFF SWITCH Consequence: NONE The ECON switch has been selected OFF. The packs command maximum available flow and the cabin recirculation fans will not operate. ELEC SYS MANUAL SWITCH Consequence: NONE The electrical system is in manual mode. ELEV FEEL MANUAL SWITCH Consequence: NONE The ELEV FEEL (elevator load feel) selector is out of the AUTO position. EMER LT BAT__LO (1, 2, 3, 4, 5, 6) NO T/O Consequence: NONE This alert is displayed during the emergency lights test when one or more of the emergency lights battery voltages is low. EMER LTS DISARM SWITCH Consequence: NONE The EMER LT Switch is not in the ARM position. This alert is displayed if the switch is in OFF or ON position. EMER PWR ON NO T/O/ SWITCH Consequence: NONE The emergency electrical power has been automatically or manually selected ON. NOTE: 2.8.1 Page 12 If after automatic emergency power activation normal power is restored, the selector has to be cycled to OFF and then back to ARM to allow the left emergency buses to be powered by the AC generator bus. If this is not done, the left emergency buses remain powered by the main battery. EMER PWR SW OFF SWITCH Consequence: NONE The EMER PWR selector has been selected OFF. EMER PWR TST FAIL NO T/O Consequence: NONE The emergency electrical power preflight test has failed. (Aircraft battery must be sufficiently charged for a successful test.) ENG__A-ICE DISAG (1, 2, 3) MAINT Consequence: – MAY HAVE TO DEPART ICING AREA The affected engine cowl anti-ice valve is in disagreement with the commanded position. If ENG 1 (2) (3) ANTI-ICE ON light is on, avoid icing conditions. ENG__FADEC ALTN (1, 2, 3) SWITCH Consequence: NONE The respective ENG FADEC MODE switch is in the ALTN position, or the throttle has been pushed through the overboost bar. The FADEC is operating in a degraded mode and care should be taken to avoid exceeding thrust limits. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description ENG__FADEC FAULT (1, 2, 3) MAINT Consequence: NONE The FADEC has detected an internal fault or loss of redundancy. Engine operation is not affected. ENG__FADEC MAINT (1, 2, 3) NO T/O Consequence: NONE The FADEC has detected an engine fault or combination of faults that could affect engine operation. ENG__FSO CLOSED (1, 3) NO T/O Consequence: NONE The respective engine fire fuel shutoff valve is closed (fuel off) with the engine fire handle in the NORM (up) position. ENG__FSO NOT CLSD (1, 3) NO T/O Consequence: NONE The respective engine fire fuel shutoff valve is not closed with the engine fire handle in the FUEL & HYD OFF (down) position. ENG__FUEL FILTER (1, 2, 3) NO T/O Consequence: NONE The respective engine fuel filter is clogged and engine fuel may be bypassing the filter. If this alert condition occurs when the aircraft is in flight, monitor engine operation. In the event more than one ’ENG__FUEL FILTER’ alert is displayed, sufficient cause exists to suspect contaminated fuel and a landing should be made at the nearest suitable airport. ENG__SUCT FEED (1, 3) NO T/O Consequence: NONE The respective engine is on suction feed only. This alert will only appear with the fuel system in AUTO, when all boost pumps and crossfeeds for that engine are off. Monitor engine operation. With the aft boost pump inoperative, under certain conditions the forward pumps in tanks 1 or 3 should not be operated alone. Under these conditions the FSC shall support engine operation by allowing the engine to suction feed fuel from its respective wing tank by closing the associated crossfeed valve and turning off the boost pumps in the associated tank. This is considered normal system behavior. ENG 2 A-ICE DUCT MAINT Consequence: NONE This alert indicates a leak in the number 2 engine anti-ice duct. A secondary shroud allows continued use of ice protection. KCA -- KCD 8 JAN 2007 2.8.1 Page 13 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description ENG 2 A-ICE OFF NO T/O Consequence: – DEPART ICING AREA – ENGINE 2 A-ICE DUCT HAS FAILED A leak in the engine 2 anti-ice duct was detected and the engine anti-ice valve automatically closed and latched. If ENG 2 ANTI-ICE switch is selected OFF, ’ICE DETECTED’ alert will be displayed until clear of icing. NO T/O Consequence: NONE The engine 2 anti-ice duct test has failed. ENG FIRE AGENT LO NO T/O Consequence: NONE One or more of the engine fire extinguisher containers has low pressure. Observing the overhead panel AGT LOW Lights will indicate the affected container. ENG IGN NOT ARMED NO T/O SWITCH Consequence: – SELECT IGNITION AS REQUIRED The automatic ignition is not armed. IGN A or B has been deselected due to power interruption or deselected by the crew. Select IGN A or B as required. ENGINE__VIB HI (1, 2, 3) MAINT Consequence: NONE Engine vibration exceeds 4.0 units. Other engine parameters should be monitored, but no action is required if other engine parameters are normal. ENGINE IGN MANUAL MAINT Consequence: – USE MANUAL IGNITION PROCEDURES Automatic control of the engine ignition system is inoperative. Manual operation of ignition is required. Refer to Supplemental Procedures -- ENG/APU -- Manual Engine Ignition Operation. EPGS FAULT MAINT Consequence: NONE A fault exists in the SMOKE ELEC/AIR selector circuit, an APU generator failure exists, or a generator (engine or APU) auto reset has been used. FADEC__B/U PWR (1, 2, 3) NO T/O Consequence: NONE The respective FADEC is operating on backup aircraft power. In flight, engine operation is unaffected. KCE & on ENG DUCT TST FAIL KCE & on 2.8.1 Page 14 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description FADEC GND PWR ON SWITCH Consequence: NONE One or more of the FADEC GND PWR switchs on the maintenance panel are on. The switches should be selected OFF prior to engine start. FD G/A ONLY N/A Consequence: NONE The go-around mode of the autopilot is not available. FIRE DET__FAIL (1, 2, 3) NO T/O Consequence: NONE Both loops of the respective engine fire detector system have failed. Fire detection is inoperative. FIRE DET__FAULT (1, 2, 3) MAINT Consequence: NONE One of the two fire detector loops on the respective engine is inoperative. Fire detection capability is not affected. FIRE DET APU FAIL MAINT Consequence: NONE Both loops of the APU fire detector system have failed. Fire detection is inoperative. FIREDET APU FAULT MAINT Consequence: NONE One of the two fire detector loops on the APU is inoperative. Fire detection capability is not affected. FLAP LIMIT DISAG MAINT Consequence: – FLAP EXTENSION MAY BE LIMITED With the FLAP LIM selector in either override position, the flap limit actuator did not attain the override position within 20 seconds. The other flap limit override position should be selected. FLAP LIMIT OVRD SWITCH Consequence: NONE The FLAP LIMIT selector is out of AUTO position. FMS DUMP DISABLED N/A Consequence: – DUMPING TO LOW LEVEL SHUTOFF Fuel dump termination at the FMS dump to gross weight value is disabled. FSC CONFIG NO T/O Consequence: NONE The FSC and DEU are not in agreement on the aircraft fuel system configuration. FSC FAULT MAINT Consequence: NONE The Fuel System Controller has detected an internal fault. The fuel system will continue to operate in auto mode. FSC MODE FAULT NO T/O Consequence: NONE The Fuel System Controller has detected an operating mode or mode selection (AUTO/MANUAL) disagreement between processors. 8 JAN 2007 2.8.1 Page 15 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description FUEL CONTAMINATED NO T/O Consequence: – LAND AT NEAREST SUITABLE AIRPORT Two or more fuel filters are clogged; fuel may be contaminated. FUEL DUMP ON SWITCH Consequence: NONE The fuel DUMP switch is in the ON position. FUEL LRU INOP N/A Consequence: NONE Maintenance has taken action to declare a fuel system component inoperative. The Fuel System Controller will reconfigure around the inoperative component in auto mode. FUEL MANF DRAIN NO T/O/ SWITCH Consequence: – DO NOT USE FUEL XFEED MANIFOLD Fuel manifold drain has been commanded, either automatically by the Fuel System Controller, or manually by the crew pushing the MANF DRAIN switch. FUEL QTY 2 DISAG MAINT Consequence: NONE There is a discrepancy in the tank 2 fuel quantity indication. This alert is displayed if the fuel quantity measurement disagrees with the position of the 10.000 pound float in the tank (appr. 4500 kg). NOTE: 2.8.1 Page 16 If aircraft attitude is not wings level, it may be that the float is only activated at a fuel quantity of up to 7000 kg. Verify correct main tank 2 fuel quantity indication. Alert will be removed during taxi-out. FUEL QTY TST FAIL MAINT Consequence: NONE The fuel quantity system test has failed. FUEL SYS MANUAL SWITCH Consequence: NONE The fuel system is in manual mode. FUEL SYS TST FAIL NO T/O Consequence: NONE The automatic fuel system preflight test has failed. FUEL TEMP FAIL MAINT Consequence: NONE The wing or tail fuel tank temperature sensor is inoperative. FUEL TEMP LO NO T/O Consequence: – DESCEND TO WARMER ALTITUDE The fuel temperature in tank 3 or the tail tank is within 3_C of the fuel freezing point. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description FUEL VALVE FAULT MAINT Consequence: NONE Either the tail fill isolation valve, the aux fill isolation valve, or the left or right outboard fill/manifold drain valve is inoperative. The Fuel System Controller may be operated in auto mode; however, tail fuel management may be affected. FUEL XFEED__DISAG (1, 2, 3) MAINT Consequence: NONE The respective fuel crossfeed valve is failed open or closed. GALLEY BUS OFF MAINT/ SWITCH Consequence: NONE One or more galley buses are not powered. To select galley bus power, the electrical system must be in manual mode. GEN APU OFF MAINT Consequence: NONE The APU generator has been automatically turned OFF by the electrical system due to a fault, or the APU FIRE Handle has been pulled. GEN DRIVE DISC MAINT/ SWITCH Consequence: NONE One or more of the IDGs have been disconnected. GEN__OFF (1, 2, 3) MAINT/ SWITCH Consequence: NONE The respective generator is OFF. In auto mode, a protective trip and one auto reset attempt has occurred, or the generator has been commanded on but the generator relay has not closed or the generator is failed. In manual mode, the respective generator has been turned OFF by the flight crew. GPWS FAIL MAINT Consequence: NONE GPWS has failed. This alert normally appears during the GPWS test (not for EGPWS aircraft) or if the DITCHING switch is selected ON. If EGPWS is installed, it indicates the ground proximity and terrain awareness functions have failed. GPWS FAULT MAINT Consequence: NONE Applies only if EGPWS is installed. One or more of the GPWS modes (except terrain awareness) are inoperative. Also displayed during GPWS test. HYD 3 ELEV OFF NO T/O Consequence: – 3-2 NRMP INOPERATIVE The elevator shutoff valve in hydraulic system 3 is closed. Hydraulic system 3 pressure is not powering the elevators. 8 JAN 2007 2.8.1 Page 17 FCOM Procedures 2.8.1 Page 18 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description HYD LRU INOP N/A Consequence: NONE Maintenance has taken action to declare a hydraulic system component inoperative. The Hydraulic System Controller will reconfigure around the inoperative component in auto mode. HYD__OFF (1, 2, 3) NO T/O Consequences: – HYD SYS MAY BE USED FOR APPR & LDG – AP 1 PITCH TRIM INOP, USE AP2 (sys 3 only) The respective hydraulic system has been depressurized. In auto, the Hydraulic System Controller will attempt to restore the system when the flaps, slats or gear are extended. If system does not repressurize for approach and landing, level 2 alert “HYD__FAIL” will be displayed. If “HYD 1 OFF” alert is displayed, use AP 1 If “HYD 2 OFF” alert is displayed, use AP 2 If “HYD 3 OFF” is displayed, AP 1 stabilizer trim rate is reduced, use AP 2. HYD__PRES LO (1, 2, 3) NO T/O Consequence: NONE The pressure in the respective hydraulic system is less than 2400 psi with the Hydraulic System Controller in auto mode. The Hydraulic System Controller will depressurize the affected system when the aircraft is in clean configuration or above 17.750ft. If system does not repressurize for approach and landing, level 2 alert “HYD__FAIL” will be displayed. HYD PRES TST FAIL NO T/O Consequence: NONE The hydraulic pressure test has failed. A second test may be performed. If alert is displayed again, call maintenance. HYD PUMP__<2,800 (1L, 1R, 2L, 2R, 3L, 3R) MAINT Consequence: NONE The respective hydraulic pump pressure is less than 2,800 psi during the engine-driven pump preflight test. The test is accomplished by the Hydraulic System Controller during each engine start. This alert will be displayed in conjunction with a “HYD PUMP TST FAIL” alert. HYD PUMP__FAULT (1L, 1R, 2L, 2R, 3L, 3R) MAINT / SWITCH Consequence: NONE The respective engine-driven hydraulic pump pressure or temperature is out of limits. The HSC will turn off the affected pump when the aircraft is in cruise. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description HYD PUMP__OFF (1L, 1R, 2L, 2R, 3L, 3R) MAINT/ SWITCH Consequence: NONE The respective engine-driven hydraulic pump is OFF. HYD PUMP TST FAIL NO T/O Consequence: NONE The engine-driven hydraulic pump preflight pressure test has failed. Perform the manual pump test in HYD MANUAL box of the Before Taxi checklist. Operate the hydraulic system in AUTO if the manual pump test passes. HYD__QTY LO (1, 2, 3) NO T/O Consequence: NONE The respective hydraulic system fluid quantity is low. This alert is displayed if the quantity is less than 4.75 gallons (systems 1 and 2) or 6.0 gallons (system 3) on the ground prior to engine start, or less than 2.5 gallons after engine start. HYD__RMP DISAG (1-3, 2-3) NO T/O Consequence: NONE The respective hydraulic reversible motor pump valve is not in the commanded position. HYD SYS MANUAL SWITCH Consequence: NONE The Hydraulic System Controller is in manual mode. HYD SYS 3 ISOL NO T/O Consequence: NONE The flight control bypass valve is closed. Hydraulic system 3 pressure is not available to the flight controls. HYD__TEMP HI (1, 2, 3) NO T/O Consequence: NONE The temperature in the respective hydraulic system reservoir has exceeded 100°C. ICE DETECTED SWITCH Consequence: NONE This alert is displayed if the anti-ice system is operating in the manual mode. The ice detector system has detected ice formation. Engine and airfoil anti-ice should be selected ON. NOTE: ICE DETECTED 8 JAN 2007 MAINT Applicable when operating in the manual mode. See below when operating in the automatic mode. Consequences: – A-ICE SYSTEM INOPERATIVE – DEPART ICING AREA This alert is displayed if the anti-ice system is operating in the automatic mode. The alert indicates ice has been detected but the anti-ice is not on. The anti-ice system should be considered inoperative. 2.8.1 Page 19 FCOM Procedures 2.8.1 Page 20 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description ICE DETECTOR FAIL MAINT Consequence: – USE VISUAL CUES FOR ICE CONDITIONS Both channels of the dual ice detector system are inoperative. Automatic anti-ice is inoperative. The crew is required to use visual means of detecting ice. ICE DET SINGLE MAINT Consequence: – USE VISUAL CUES FOR ICE CONDITIONS One channel of the dual ice detection system is inoperative. The ice detector system is no longer the primary means of ice detection, and the flight crew is responsible for determining icing conditions. IRU BAT LO MAINT Consequence: NONE One or more of the Inertial Reference Unit backup batteries is not fully charged. IRU__NAV FAIL (1, 2, AUX) MAINT Consequence: – ATTITUDE DATA REMAINS USABLE The navigation function of the respective Inertial Reference Unit has failed. If IRU 1 NAV FAIL alert is displayed, select IRS AUX on captain’s side. If IRU 2 NAV FAIL alert is displayed, select IRS AUX on F/O’s side. IRU__NO ALIGN (1, 2, AUX) MAINT/ SWITCH Consequence: NONE The respective Inertial Reference Unit did not align. The crew should confirm present position coordinates are entered. IRU OFF SWITCH Consequence: NONE One or more of the Inertial Reference Unit mode selectors are OFF in flight. IRU__ON BAT (1, 2, AUX) MAINT/ N/A Consequence: NONE The respective Inertial Reference Unit is operating on backup battery power. The battery will provide approximately 15 minutes of power. LDG ALTITUDE MAN SWITCH Consequence: NONE The landing field elevation may be set by turning the MANUAL LDG ALT knob on the cabin pressure control panel. Automatic operation may be restored by selecting the cabin pressure controller to MANUAL and back to AUTO. LSAS ALL OFF SWITCH Consequence: – AUTOPILOT NOT AVAILABLE All four LSAS switches are OFF. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description LSAS__OFF (L INBD, L OUTBD R INBD, R OUTBD) SWITCH Consequence: NONE The respective LSAS switch is OFF. LWR CARGO TEMP LO N/A Consequence: NONE The lower cargo compartment temperature is low. This alert is inhibited until 30 minutes after takeoff. MANUAL G/A ONLY MAINT Consequence: NONE Autopilot and flight director go-around modes are not available. NO AUTOLAND MAINT Consequence: NONE The autoland mode is not available. NO ICE DETECTED SWITCH Consequence: NONE The ice detector system indicates icing conditions do not exist. Anti-ice systems may be selected off. OPEN OUTFLO VALVE MAINT Consequence: – CABIN PRESSURIZED – CABIN DOORS MAY NOT OPEN Cabin pressure exceeds allowable limits to open cabin doors while aircraft is on the ground. PACK__FLO DISAG (1, 2, 3) MAINT Consequence: NONE The respective airconditioning pack flow is in disagreement with the commanded position. PACKS NOT OFF SWITCH Consequence: NONE During a packs off (bleeds on) takeoff, one or more packs are not off. The crew should select all packs OFF. PACK__OFF (1, 2, 3) MAINT/ SWITCH Consequence: NONE The respective airconditioning pack is OFF, either selected manually by the crew, or automatically by the Environmental System Controller due to a fault or configuration requirement. PAX AIR FLO LO N/A Consequence: NONE The cabin air inflow from the airconditioning packs is below desired limit based on the number of passengers. This alert is only displayed in flight and only if all packs are operating. 8 JAN 2007 NOTE: If L INBD LSAS channel is OFF, autopilot 1 is not available. If R INBD LSAS channel is OFF, autopilot 2 is not available. For approach minimums, refer to LIMITATIONS, Flight Guidance -Landing Weather Minima Due to Inoperative Equipment. 2.8.1 Page 21 FCOM Procedures 2.8.1 Page 22 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description PITOT HEAT AUX NO T/O Consequence: – STBY AIRSPEED MAY BE UNRELIABLE The aux pitot tube heater is inoperative. PITOT HEAT (CAPT, F/O) NO T/O Consequence: – SELECT ALTERNATE CADC The Captain’s or First Officer’s pitot tube heater is inoperative. On SISP, select alternate CADC for affected side. PITOT HEAT OFF MAINT Consequence: NONE The PITOT HEAT switch on the upper maintenance panel is in the OVRD OFF position. RETRACT SPD BRK SWITCH Consequence: NONE Speedbrakes and flaps are extended in flight. REV__FAULT (1, 2, 3) MAINT Consequence: NONE The respective thrust reverser pressure indication system has failed. REV__PRESS FAULT (1, 2, 3) NO T/O Consequence: NONE Either the thrust reverser system is pressurized, or a pressure switch has failed in the closed position. ROLL CWS FAIL MAINT Consequence: NONE Roll Control Wheel Steering is inoperative. RUDDER BOTH INOP NO T/O Consequences: – AILERON/THRUST FOR YAW CONTROL – NO GO-AROUND WITH WING ENG INOP There is no hydraulic power available to the rudders. RUDDER LWR INOP NO T/O Consequences: – VMCA 180 KIAS – CROSSWIND LIMIT REDUCED There is no hydraulic power available to the lower rudder. Recommended maximum crosswind 12 kt. RUDDER UPR INOP NO T/O Consequences: – VMCA 160 KIAS – CROSSWIND LIMIT REDUCED There is no hydraulic power available to the upper rudder. Recommended maximum crosswind 12 kt. RUD STBY LWR OFF NO T/O Consequence: NONE The 3-2 non-reversible motor pump is inoperative. Standby hydraulic power to the lower rudder is not available. RUD STBY UPR OFF NO T/O Consequence: NONE The 2-1 non-reversible motor pump is inoperative. Standby hydraulic power to the upper rudder and stabilizer trim motor is not available. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description SEL AIR SYS MAN MAINT Consequence: – USE MANUAL SYSTEM PROCEDURES The AIR system has reverted to manual mode. The SELECT/MANUAL switch should be pushed to lock the AIR system in the manual mode. This alert will then be replaced by ’AIR SYS MANUAL’ alert. NOTE: Anti-ice system also reverts to the manual mode. Refer to Supplemental Procedures -- Air -- Anti-ice Control Manual Procedure in. SEL APU AIR OFF SWITCH Consequence: – USE ENG AIR AIR APU switch is selected ON and cabin is pressurized. SEL CAB PRES MAN MAINT Consequence: – USE MANUAL SYSTEM PROCEDURES The cabin pressure system has reverted to manual mode. The SELECT/MANUAL switch should be pushed to lock the cabin pressure control system in manual mode. This alert will then be replaced by “CAB PRES SYS MAN” alert. SEL ELEC SYS MAN MAINT Consequence: NONE The electrical system has reverted to manual mode. The SELECT/MANUAL switch should be pushed to lock the electrical system in manual mode. This alert will then be replaced by ’ELEC SYS MAN’ alert. SEL ELEV FEEL LO SWITCH Consequence: NONE IAS is less than 200 knots and ELF speed indicator is more than 200 knots with the ELF selector in MANUAL position. Adjust ELF speed indicator to 120 kt. SEL FUEL SYS MAN MAINT Consequence: – USE MANUAL SYSTEM PROCEDURES The fuel system has reverted to manual mode. The SELECT/MANUAL switch should be pushed to lock the fuel system in manual mode. This alert will then be replaced by “FUEL SYS MAN” alert. SEL HYD PMP__OFF (1L, 1R, 2L, 2R, 3L, 3R) NO T/O Consequence: – HYD PUMP FAULT The respective pump pressure is low or the temperature is high. If the cause was high temperature, the associated FAULT light will remain illuminated as long as temperature is high. 8 JAN 2007 2.8.1 Page 23 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description SEL HYD SYS MAN MAINT Consequence: – USE MANUAL SYSTEM PROCEDURES The hydraulic system has reverted to manual mode. The SELECT/MANUAL switch should be pushed to lock the hydraulic system in manual mode. This alert will then be replaced by “HYD SYS MAN” alert. During climb and cruise select RMPs off SEL LSAS__OFF (LOB, ROB, LIB, RIB) MAINT Consequence: – LSAS CHAN FAILED The respective LSAS channel has failed. NOTE: – – SEL PACK__OFF (1, 2, 3) MAINT Consequence: – PACK OVERHEATING The respective pack discharge temperature has exceeded its limits. SEL__TEMP OFF (AFT, FWD) MAINT Consequence: – LOWER CARGO TEMP HI Temperature in the respective lower cargo compartment exceeds limits. When the associated cargo temperature returns to normal, one attempt may be made to restore the system. NOTE: – – SEL YAW__OFF (UPR A, UPR B, LWR A, LWR B) MAINT No selector is installed for the center cargo compartment. Select AFT CARGO TEMP selector to OFF for center cargo compartment high temperature condition. Indication of 72°C indicates the associated temperature sensor is not valid. Consequence: – YAW DAMP CHAN FAILED The respective yaw damper channel has failed. NOTE: – – 2.8.1 Page 24 With LEFT INB LSAS channel OFF, AP 1 is not available. With RIGHT INB LSAS channel OFF, AP 2 is not available. With both UPR YAW DAMP channels OFF, AP 2 is only available in cruise. With both LWR YAW DAMP channels OFF, AP 1 is only available in cruise. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description SET LDG ALTITUDE MAINT Consequence: NONE The cabin pressure controller is not receiving landing field elevation data from the FMS. The landing field elevation should be set manually. Automatic operation may be restored by selecting the Cabin Pressure Controller to MANUAL and back to AUTO. NOTE: LDG ALTITUDE MAN alert will replace SET LDG ALTITUDE alert if setting knob is rotated more than 120°. SINGLE LAND MAINT Consequence: NONE The autoland availability is reduced from DUAL LAND to SINGLE LAND. SLAT STOW NO T/O / SWITCH Consequence: NONE The SLAT STOW switch is activated. SLATS INHIBITED NO T/O Consequence: NONE The SLAT MACH INHIBIT relay is preventing slats from extending. SMOKE SWITCH IN USE SWITCH Consequence: NONE The SMOKE ELEC/AIR selector on the electrical panel is out of the NORM position. STALL WARN FAIL NO T/O Consequence: NONE The stall warning function of both FCCs is inoperative. START AIR PRES LO N/A Consequence: NONE Air pressure is low and may cause an abnormal engine start. Check packs are off and associated ISOL(s) are on. TAIL ALT PUMP LO MAINT Consequence: NONE The tail tank ALT PUMP pressure is low. Additional pumps should be turned on to prevent a possible engine 2 flameout. Pull associated Fuel Pump Control CB: TAIL TANK ALTN . . . . . . . . G18 (Overhead) TAIL ALT PUMP OFF MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected low pressure from the tail ALT PUMP and turned the pump off. If there is fuel in the tail tank, it may be trapped. If the alert is displayed during the automatic pump test performed by the FSC during cruise, tail fuel quantity is limited to approx. 2000 kg. Pull associated Fuel Pump Control CB: TAIL TANK ALTN . . . . . . . . G18 (Overhead) 8 JAN 2007 2.8.1 Page 25 FCOM Procedures 2.8.1 Page 26 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description TAIL FUEL FWD MAINT Consequence: – CRUISE PERFORMANCE MAY BE AFFECTED Due to a component failure, loss of data or tail temperature within 3 degrees of fuel freeze temperature, tail fuel management has been terminated. The Fuel System Controller will transfer all fuel out of the tail tank. Refer to Supplemental Procedures -- Fuel -- TAIL FUEL FWD. TAIL__PUMP LO (L, R) MAINT Consequence: NONE The respective tail tank fuel transfer pump pressure is low. The rate of fuel transfer from the tail tank will be slower. Pull associated Fuel Pump Control CB: AUX TANK TAIL L XFR . . E22 (Upper main) AUX TANK TAIL R XFR . . F21 (Upper main) TAIL__PUMP OFF (L, R) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected a fault in the respective tail tank transfer pump and turned the pump off. Pull associated Fuel Pump Control CB: AUX TANK TAIL L XFR . . E22 (Upper main) AUX TANK TAIL R XFR . . F21 (Upper main) TANK__PUMPS LO (1, 2, 3) NO T/O Consequence: NONE All the boost pumps in the respective main fuel tank have low pressure. Pull associated Fuel Pump Control CBs: TANK 1 AFT . . . . . . . . . . . . G24 (Upper main) TANK 1 FWD . . . . . . . . . . . E24 (Upper main) TANK 2 L AFT . . . . . . . . . . G17 (Overhead) TANK 2 R AFT . . . . . . . . . . F25 (Upper main) TANK 2 FWD . . . . . . . . . . . E25 (Upper main) TANK 3 AFT . . . . . . . . . . . . F26 (Upper main) TANK 3 FWD . . . . . . . . . . . G26 (Upper main) TANK__PUMPS OFF (1, 2, 3) NO T/O / SWITCH Consequence: NONE All the boost pumps in the respective main tank have been selected OFF. TAT PROBE HEAT MAINT Consequence: NONE The total air temperature probe heater is inoperative. TERRAIN FAIL MAINT Consequence: NONE The terrain awareness functions of the EGPWS have failed. Also displayed during GPWS test. TERRAIN NOT AVAILABLE MAINT Consequence: NONE The terrain awareness functions are disabled automatically due to an inadequate navigation sensor position. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description TIRE DIFF PRES NO T/O Consequence: NONE The tires on one axle have significantly different tire pressures. TIRE PRES LO NO T/O Consequence: NONE One or more tire pressures are below normal. TNK__AFT PMP LO (1, 2L, 2R, 3) MAINT Consequence: NONE The respective fuel pump pressure is low. Pull associated Fuel Pump Control CB: TANK 1 AFT . . . . . . . . . . . . G24 (Upper main) TANK 2 L AFT . . . . . . . . . . G17 (Overhead) TANK 2 R AFT . . . . . . . . . . F25 (Upper main) TANK 3 AFT . . . . . . . . . . . . F26 (Upper main) TNK__AFT PMP OFF (1, 2L, 2R, 3) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected a fault in the respective fuel tank pump and has turned the pump off. Pull associated Fuel Pump Control CB: TANK 1 AFT . . . . . . . . . . . . G24 (Upper main) TANK 2 L AFT . . . . . . . . . . G17 (Overhead) TANK 2 R AFT . . . . . . . . . . F25 (Upper main) TANK 3 AFT . . . . . . . . . . . . F26 (Upper main) TNK__FUEL QTY LO (1, 2, 3) NO T/O Consequence: NONE The fuel quantity in tank 1 or 3 inboard compartment, or tank 2, is less than approximately 1587 kg. Refer to Supplemental Procedures -- Fuel -- Approach With Minimum Fuel Procedure. TNK__FWD PMP LO (1, 2, 3) TNK__FWD PMP OFF (1, 2, 3) 8 JAN 2007 Consequence: NONE The respective fuel pump pressure is low. N/A If quantity is less than 8150 kgs and aircraft in Climb or Go-Around: No crew action required. MAINT If quantity is more than 8150 kgs or quantity is less than 8150 kgs and aircraft NOT in Climb or Go-Around: Pull associated Fuel Pump Control CB: TANK 1 FWD . . . . . . . . . . . E24 (Upper main) TANK 2 FWD . . . . . . . . . . . E25 (Upper main) TANK 3 FWD . . . . . . . . . . . G26 (Upper main) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected a fault in the respective fuel tank pump and has turned the pump off. Pull associated Fuel Pump Control CB: TANK 1 FWD . . . . . . . . . . . E24 (Upper main) TANK 2 FWD . . . . . . . . . . . E25 (Upper main) TANK 3 FWD . . . . . . . . . . . G26 (Upper main) 2.8.1 Page 27 FCOM Procedures 2.8.1 Page 28 MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description TNK__TIP FUEL LO (1, 3) MAINT Consequence: NONE The tank 1 or 3 tip compartment is not full when there is more than 2700 kgs of fuel in the inboard compartment. This alert appears in the auto mode only and the Fuel System Controller will take corrective action once the engines are started. TNK__TIP TRAPPED (1, 3) MAINT/ N/A Consequence: – FUEL IN TIP TANK IS UNUSABLE Fuel in the tip tank is not transferring to the inboard compartment. Fuel capacity of outboard compartment is approx. 2700 kg. TNK__XFER PMP LO (1, 2, 3) MAINT Consequence: NONE The respective tank transfer pump pressure is low. Pull associated Fuel Pump Control CB: TANK 1 XFR . . . . . . . . . . . . F24 (Upper main) TANK 2 XFR . . . . . . . . . . . . G25 (Upper main) TANK 3 XFR . . . . . . . . . . . . E26 (Upper main) TNK__XFER PMP OFF (1, 2, 3) MAINT Consequence: NONE With the fuel system in auto mode, the Fuel System Controller has detected a fault in the respective transfer pump and turned the pump off. Pull associated Fuel Pump Control CB: TANK 1 XFR . . . . . . . . . . . . F24 (Upper main) TANK 2 XFR . . . . . . . . . . . . G25 (Upper main) TANK 3 XFR . . . . . . . . . . . . E26 (Upper main) TR__FAIL (1, 2A, 2B, 3) MAINT Consequence: NONE The respective transformer/rectifier has failed. A nuisance ’TR__FAIL’ alert may be displayed during engine start or shutdown when the generator buses are powered from different unparalleled sources such as external power and engine driven generator(s) or APU generator and engine driven generator(s). The alert should be considered valid when all generator buses are paralleled or when only the APU generator or external power is powering the generator buses. UNABLE RNP MAINT/ SWITCH Consequence: NONE Actual navigation performance (ANP) exceeds (default) required navigation performance. Crosscheck FMC positions with IRU and GNS positions on POS REF 1/3 and 2/3 pages of both MCDUs. Determine navigation system accuracy. Use autopilot associated with most accurate FMC. If navaids are available, use raw data indications to confirm. 4 FEB 2008 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts Level 1 Alert Action Code Consequence(s)/Description WSHEAR DET FAIL MAINT Consequence: NONE The Windshear Detection System is inoperative. WSHLD DEFOG OFF SWITCH Consequence: NONE The WINDSHLD DEFOG switch is OFF. WSHLD HEAT__FAIL (L, R) MAINT Consequence: NONE The respective windshield heater is inoperative. YAW DAMP ALL OFF SWITCH Consequence: – AUTOPILOT AVAILABLE ONLY IN CRUISE All four YAW DAMP switches are OFF. YAW DMP__OFF (LWR A, LWR B, UPR A, UPR B) SWITCH Consequence: NONE The respective YAW DAMP switch is OFF. NOTE: ZONE TEMP SEL OFF SWITCH If both upper yaw dampers are OFF, autopilot 2 is available in cruise only. If both lower yaw dampers are OFF, autopilot 1 is available in cruise only. For approach minimums, refer to Limitations -- Landing Weather Minima Due to Inoperative Equipment. Consequence: NONE One or more of the cabin zone temperature selectors have been selected OFF. –oOo– 8 JAN 2007 2.8.1 Page 29 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.1 Level 1 Alerts INTENTIONALLY LEFT BLANK 2.8.1 Page 30 4 FEB 2008 FCOM Procedures 1. MD-11 2.8 LEVEL 1/0 ALERTS 2.8.2 Level 0 Alerts LEVEL 0 ALERT LIST Level 0 Alert Description ACARS MESSAGE The ACARS system has received a message. ACARS NO COMM The ACARS system has no available communications link. A-ICE ALL ON All engine and airfoil anti-ice systems have been commanded ON. AIRFOIL A-ICE ON WING and/or TAIL ANTI-ICE has been commanded ON. AIR ___ ISOL ON (1-2, 1-3) The respective isolation valve has been commanded ON (valve open). AIR SYS TEST The air system preflight test is in progress (activated by pushing the ANNUN LT TEST button longer than 12 sec). APU AIR ON The APU load bleed valve is open and the APU is providing air. APU AIR/ELEC ON The APU is providing air and electrical power. APU ON The APU is running, but not providing air or electrical power. APU POWER AVAIL APU electrical power is available, but not powering any buses. APU POWER ON APU electrical power is connected to at least one of the three buses. AUTO BRAKE ___ (MAX, MED, MIN, T.O.) The AUTO BRAKE selector is in the indicated position. BLEEDS ALL OFF All three bleeds are OFF for a packs off take-off. CABIN DOORS OPEN All of the cabin doors are disarmed. CARGO DOOR TEST The cargo door test is in progress. CARGO FIRE TEST The cargo fire test is in progress. CDU ___ MENU REQUEST (1, 2) A message is displayed on the MENU page of the MCDU. EMER LTS TST PASS The cockpit and cabin emergency lights test is successful. ENG ___ A-ICE ON (1, 2, 3) The respective engine anti-ice system has been commanded ON. ENGINE A-ICE ON All three engine anti-ice systems have been commanded ON. ENGINE IGN ON Automatic control of the engine ignition system is inoperative and ignition is ON (MANUAL light illuminates). ENG IGN OVRD ON The engine ignition override function has been selected ON. EXT POWER AVAIL External electrical power is connected and available for use. EXT POWER ON External electrical power is powering the AC tie bus. FUEL SYS TEST The fuel system test is in progress. The FUEL system should not be selected to MANUAL, or engines started during the test. FUEL XFEED__ON (1, 2, 3) The respective fuel crossfeed switch is ON. 8 JAN 2007 2.8.2 Page 1 FCOM Procedures MD-11 2.8 LEVEL 1/0 ALERTS 2.8.2 Level 0 Alerts Level 0 Alert Description GLY EXT POWER ON External electrical power is connected to the galley buses. GLY EXT PWR AVAIL Galley external electrical power is connected and available for use. GPWS FLAP OVRD The Ground Proximity Warning System (GPWS) Switch is in the FLAP OVRD position. This will prevent ground proximity warnings due to flaps less than landing flaps on approach. HYD AUX PUMP ON One or both of the hydraulic system aux pumps are ON. HYD PRESS TEST The preflight hydraulic pressure test is in progress. (blue TEST light on hydraulic panel illuminates) HYD__RMP ON (1-3, 2-3) The respective hydraulic system reversible motor pump is ON. IRU IN ALIGN One or more of the Inertial Reference Units are in alignment mode. The aircraft should not be moved during alignment. NO SMOKING The NO SMOKING signs in the cabin are ON. PACKS ALL OFF All three air conditioning packs are OFF for a packs off takeoff. PARK BRAKE ON The parking brake lever is set and the parking brake engaged. REFUELING The refueling panel is armed. Aircraft should not be dispatched in the refueling mode. SEAT BELTS The SEAT BELT signs in the cabin are ON. TERRAIN OVRD Terrain override has been selected. VHF-3 VOICE ACARS is in voice mode. WHEEL BRAKE INOP A wheel brake has been rendered inoperative by maintenance. Aircraft performance must be adjusted accordingly. WSHLD HEAT HI The left and/or right windshield heat is ON and in HIGH mode. WSHLD HEAT ON The left and/or right windshield heat is ON and in NORM mode. –oOo– 2.8.2 Page 2 8 JAN 2007 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9 TOC Table of Contents: 2.9.1 GENERAL 1. Type of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Maximum Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 4. Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 5. Air data tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 6. Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 7. Cockpit Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 8. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 9. Elec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 9.1. AC System 9.2. DC System 9.3. Batteries 10. Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 2.9.2 2.9.3 STRUCTURAL DESIGN LIMITATIONS 1. Maximum Operating Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Flight Manoeuvring Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 OPERATIONAL LIMITS 1. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Maximum Operating Speeds Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 4. Maximum Tire Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 5. Recommended Speed in Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 6. Maximum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 7. Maximum Wind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 8. Runway Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 9. Runway Slope Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 10. Quick Turn--Around Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 2.9.4 AIR SYSTEM 1. Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. Air System Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 8 JAN 2007 ToC Page 1 FCOM Procedures 2.9.5 MD-11 2.9 LIMITATIONS 2.9 TOC FLIGHT GUIDANCE 1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. . FMS PROF MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 3. Bank Angle Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 4. Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 5. MNPS Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 6. RVSM Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2 7. RNAVLimitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 7.1. B--RNAV 7.2. P--RNAV 8. RNP Operations (Time Limits Table) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 9. Weather Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4 9.1. Take--off Weather Minima 9.2. Landing Weather Minima 9.3. Landing Weather Minima due to Inoperative Aircraft Equipment 9.4. Restrictions due to Glide Slope TCH 10. Ground Proximity Warning System With Terrain Awareness Features . . . . page 6 2.9.6 FUEL 1. 2.9.7 HYDRAULICS 1. 2.9.8 Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 ICE AND RAIN PROTECTION 1. 2.9.9 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 POWERPLANTS/APU 1. Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 –oOo– ToC Page 2 15 APR 2011 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.1 General INTENTIONALLY LEFT BLANK 31 OCT 2010 2.9.1 Page 1A FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.1 General TEMPORARY REVISION MTOW adapted to the summer schedule. Deleted Maximum Inflight Landing Flap Weight, this weight is not applicable any longer for the MD11. 1. TYPE OF OPERATION The aircraft is certified for operation under the following conditions, both day and night, when the required equipment is operative: – Visual (VFR) – Instrument (IFR) – Icing conditions – Extended overwater The aircraft complies with FM immunity standards for the following equipment: – VOR receivers – ILS receivers – VHF radios 2. MAXIMUM WEIGHTS – Maximum Taxi Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.681 – Maximum Take-off Weight (KCA thru KCE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270.000 – Maximum Take-off Weight (KCF thru KCK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280.300 – Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.581 – Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.973 – Maximum Center Gear Up Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181.437 3. LOADING Loading limitations are contained in FCOM Performance chapter 5. Compliance is required with loading limitations relative to: – Maximum number of passengers. – Floor and compartment strength. – Center of gravity limits. – Fuel load distribution. 4. MINIMUM CREW – – Cockpit : Two pilots. Cabin : Refer to OM part A (BOM), Crew Composition, Cabin Crew. –oOo– 2.9.1 Page 1B 27 MAR 2011 FCOM Procedures 1. MD-11 2.9 LIMITATIONS 2.9.1 General TYPE OF OPERATION The aircraft is certified for operation under the following conditions, both day and night, when the required equipment is operative: – Visual (VFR) – Instrument (IFR) – Icing conditions – Extended overwater The aircraft complies with FM immunity standards for the following equipment: – VOR receivers – ILS receivers – VHF radios 2. MAXIMUM WEIGHTS – Maximum Taxi Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.681 – Maximum Take-off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280.320 – Maximum Inflight Landing Flap Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200.941 – Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.581 – Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.973 – Maximum Center Gear Up Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181.437 3. LOADING Loading limitations are contained in FCOM Performance chapter 5. Compliance is required with loading limitations relative to: – Maximum number of passengers. – Floor and compartment strength. – Center of gravity limits. – Fuel load distribution. 4. MINIMUM CREW – – 4 FEB 2008 Cockpit : Two pilots. Cabin : Refer to OM part A (BOM), Crew Composition, Cabin Crew. 2.9.1 Page 1 FCOM Procedures 5. 6. 2.9.1 Page 2 2.9.1 General – ALTIMETER At higher altitudes the standby altimeter tolerances can become larger. If differences between a primary altimeter indication and the standby altimeter indication becomes 500 feet or more, it should be suspect and an AML entry should be made. – AIRSPEED Maximum difference between Captain’s and F/O’s IAS indication: < 300 kt . . . . . . . . . . . . . . . . . . . 6 kt ≥ 300 kt . . . . . . . . . . . . . . . . . . . 10 kt > .820 M . . . . . . . . . . . . . . . . . . 6 kt – MACH Maximum difference between Captain’s and F/O’s MACH indication is .020 M. – VERTICAL SPEED Maximum difference between Captain’s and F/O’s V/S indication: V/S < 1500 ft/min . . . . . . . . . . 50 ft/min V/S ≥ 1500 ft/min . . . . . . . . . . 3% CARGO DOORS Maximum wind for door operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 kt Maximum wind when door fully open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 kt COCKPIT CREW REST – 8. LIMITATIONS AIR DATA TOLERANCES – – 7. MD-11 2.9 May not be used and must be stowed during taxi, take-off and landing. LANDING GEAR – Center Gear: Must be extended for take-off and landing, unless dispatching with center gear retracted in accordance with MEL procedures, or when performing Landing with abnormal landing gear procedure, refer to FCOM Procedures, Abnormal Non--Alerts. – Parking Brakes: If the brakes remain set, cycle the brakes at weight intervals of approximately 30 tons to prevent overstressing of the center gear. – Tire pressures at stabilized tire temperature: S Nose gear wheels : 180 - 190 psi. S Center gear wheels : 175 - 185 psi. S Main gear wheels : 205 - 213 psi. 15 APR 2009 FCOM Procedures 9. ELEC 9.1 AC SYSTEM 9.2 9.3 MD-11 2.9 LIMITATIONS 2.9.1 General – Voltage: S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 V S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 V S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 V – Frequency: S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 Hz S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404 Hz S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396 Hz – Load: S Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 S Maximum for 5 minutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 1.5 S Maximum for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 1.5 DC SYSTEM – Voltage: S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 V S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V – TR load: S Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 S Maximum for 5 minutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 1.5 S Maximum for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 1.5 BATTERIES – Voltage: S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 to 35 V S Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 to 35 V NOTE: Battery charging is inhibited below 10 V and at temperatures below --25° C and above 82° C. – 10. Current: S Battery charging: – Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Amps – Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Amps S Emergency power on: – Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Amps WEATHER RADAR S Do not operate the weather radar in a hangar or within 50 feet of any personnel or fuel spill. NOTE: The hangar and personnel restrictions do not apply to the weather radar test mode. 17 SEP 2007 2.9.1 Page 3 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.1 General INTENTIONALLY LEFT BLANK –oOo– 2.9.1 Page 4 8 JAN 2007 FCOM Procedures 1. MD-11 2.9 LIMITATIONS 2.9.2 Structural Design Limitations MAXIMUM OPERATING SPEEDS The maximum operating speed varies with fuel quantity in wing tip fuel tanks. Full application of rudder and aileron as well as manoeuvres that involve angles of attack near the stall, should be confined to speeds below VA (Maximum Design Maneuvering Speed). See Maximum Operating Speeds Chart in Limitations, Operational Limits. 2. FLIGHT MANOEUVERING LOAD LIMITS – – 8 JAN 2007 SLAT/FLAP UP/RET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 2.5 g to -- 1.0 g SLAT/FLAP Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 2.0 g to 0.0 g. 2.9.2. Page 1 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.2 Structural Design Limitations INTENTIONALLY LEFT BLANK –oOo– 2.9.2 Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. LIMITATIONS 2.9.3 Operational Limits EMERGENCY EQUIPMENT – OXY QTY pressure for dispatch (21_C): S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 psi S Full . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 psi NOTE: – Add 1% for each 3_C above 21_C. below Subtract Crew oxygen endurance: Oxygen bottle pressure 1000 / 1850 psi – 2. 2.9 Cabin Altitude NORMAL - DILUTE NORMAL - 100% 25.000 - 20.000 ft 5 / 12 manhours 15.000 - 20.000 ft 4 / 9 manhours 10.000 - 15.000 ft 9 / 20 manhours 3 / 7 manhours 5.000 - 10.000 ft 9 / 20 manhours 2,5 / 6 manhours 5.000 ft - sea level 9 / 20 manhours 2 / 4,5 manhours Passenger oxygen generators endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 min FLIGHT CONTROLS – Speed Brakes: S May be used only with flaps 0, with or without slats extended. – Aileron and Rudder trim: Normal trim range: 0 to 1 units. If required trim exceeds 1 unit, an AML entry should be made. – Flap limiter: Flaps will retract from 50 position at maximum 177 kt. Flaps will retract from 35 position at maximum 195 kt. – Sustained flight with slats extended and flaps retracted (0° flap angle) is permitted with a: S Maximum Gross Weight of 215.230 kg 8 JAN 2007 2.9.3 Page 1 FCOM Procedures 3. 2.9.3 Page 2 MD-11 2.9 LIMITATIONS 2.9.3 Operational Limits MAXIMUM OPERATING SPEEDS CHART 8 JAN 2007 MD-11 FCOM Procedures 2.9 LIMITATIONS 2.9.3 Operational Limits 4. MAXIMUM TIRE SPEED – 204 kt Ground Speed. 5. RECOMMENDED SPEED IN TURBULENCE – Between 290 - 305 kt / M .80 - M .82. 6. MAXIMUM ALTITUDE – – 7. Maximum Take-off and Landing altitude is 10.000. Maximum operating altitude is 43.200. MAXIMUM WIND COMPONENTS – Take-off and Landing Braking MOTNE A i Action C d Code Friction C ff Coeff. GOOD 5 0.40 and above MEDIUM to GOOD 4 0.39 to 0.36 MEDIUM 3 0.35 to 0.30 Typical Runway C di i Condition 2 0.29 to 0.26 POOR 1 0.25 and below Rwy width 45 m or more Rwy width 40 45 m ** S Dry runway. 30 15 10 S Wet runway with good surface condition. 25 15 10 * * * 15 10 5 * * * 5 0 0 S S MEDIUM to POOR Tailwind Crosswind S S S S Moderate to heavy rain on clear runway. Snow/ice covered but sanded runway. Slush or snow or ice covered runway. Freezing rain. Drizzle on dusty runway. Standing water. Maximum wind components are including gusts. * Use of intermediate wind limits permitted. ** Under certain conditions, Flight Technical MD--11, in consult with the Unit Vice President , may give permission to operate on runways with less than 40 m width. – 8 JAN 2007 Autoland system maximum wind components (CAT I, II, III) S 25 Headwind. S 15 Crosswind. S 10 Tailwind. 2.9.3 Page 3 FCOM Procedures 8. MD-11 2.9 LIMITATIONS 2.9.3 Operational Limits RUNWAY CONTAMINATION For operation on runways covered with slush, standing water or snow refer to FCOM Performance 4.1.2. 9. RUNWAY SLOPE LIMITS Maximum mean runway slope: 2% up or down. 10. QUICK TURN--AROUND TIME LIMITS After landing check that the “BRAKE OVERHEAT” alert is not displayed within 15 minutes of parking. If the alert is displayed, follow QRH procedure and wait at least 45 minutes. This will ensure that the wheel thermal fuse plugs will not release pressure during or after a subsequent take--off. However, this alone will not ensure that the brakes can absorb the energy with a subsequent rejected take--off. Therefore use the Takeoff brake temperature chart on the following page, to calculate the estimated cooling time. S Enter the chart with the estimated take--off weight, V1 and ambient conditions and find the allowable brake temperature. S Read the BTMS (Brake Temperature Monitoring System) temperature of the hottest brake, after the brake temperatures have peaked. S If the current (hottest) brake temperature is higher than the allowable brake temperature, find the estimated cooling time. 2.9.3 Page 4 15 APR 2009 15 APR 2009 10 120 130 150 160 170 V1 SPEED (KIAS) 140 180 HEADWIND AT 10 METERS HT. (KNOTS) 190 REF LINE 110 30 20 0 4 6 8 20 40 10 30 TEMP (o C) PRESSURE ALTITUDE (1000FT) 2 10 0 40 60 80 100 120 ESTIMATED COOLING TIME (MINUTES) 20 ---------------------- 550O C WARNING: FUSEPLUGS MAY ACTIVATE WHEN BTMS EXCEEDS 550O C Operational Limits REF LINE 0 AMBIENT 20 900 800 700 600 500 400 300 150 200 BTMS TEMP OF HOTTEST BRAKE (O C) 2.9.3 0 TAILWIND AT 10 METERS HT. (KNOTS) --20 --10 30 40 50 60 CURRENT TEMP 70 TEMP ALLOWABLE 80 90.8 BRAKE ENERGY PER BRAKE (106 FT--LB) NOTES: -- CHART BASED ON FULLY WORN BRAKES -- ASSUMES USE OF MAXIMUM REVERSE THRUST IF TAKEOFF IS ABORTED -- READ ”CURRENT TEMP” ONLY AFTER BRAKE TEMPERATURES HAVE PEAKED LIMITATIONS --10 300 280 260 240 220 200 180 TAKEOFF WEIGHT X 1000KGS EXAMPLE: TAKEOFF WEIGHT = 265.000 KG = 163 KIAS V1 SPEED = 3000 FT, 25 OC, 10 KT HEADWIND AMBIENT CONDITIONS ALLOWABLE BTMS TEMP = 360 OC CURRENT BTMS TEMP = 450 OC ESTIMATED COOLING TIME = 30 MINUTES FCOM Procedures MD-11 2.9 2.9.3 Page 5 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.3 Operational Limits INTENTIONALLY LEFT BLANK –oOo– 2.9.3 Page 6 15 APR 2009 FCOM Procedures 1. 2. MD-11 2.9 LIMITATIONS 2.9.4 Air System CABIN PRESSURIZATION – Maximum cabin differential pressure for take-off and landing . . . . . . . . . . . . . 0.5 psi – Cabin relief valve operating pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.75 - 9.1 psi – Unpressurized flight: Must be conducted with cabin pressurization system in manual and the outflow valve between 1/2 and 2/3 open. AIR SYSTEM MANAGEMENT – Do not interconnect two or more active engine pneumatic supply systems. Maximum recommended operation for any one engine pneumatic supply in addition to lavatory/galley vent and cargo heat and vent is as follows: S Two air conditioning packs, unless airfoil anti--ice or engine cross bleed start is required. S If airfoil anti--ice is required, and one bleed system is inoperative: S 3. S One pack plus wing anti--ice (both wings) or, S One pack plus wing anti--ice (one wing only) and tail anti--ice. If airfoil anti--ice is required, and two bleed systems are inoperative: S Avoid/depart icing conditions S One pack plus wing anti--ice (both wings) and tail anti--ice while departing icing. S If engine cross bleed start is required, one pack S Engine anti--ice operation does not change maximum recommended bleed air usage. PNEUMATICS – Normal pneumatic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-46 psi – Overpressure valve: S Starts to close at 65 psi. S Fully closed at 85 psi. – Pneumatic temperature: S Cruise normal pack flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 175_C S Cruise low pack flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 225_C S Anti-ice on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 230_C –oOo– 15 APR 2009 2.9.4 Page 1 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.4 Air System INTENTIONALLY LEFT BLANK 2.9.4 Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2. 2.9 LIMITATIONS 2.9.5 Flight Guidance AUTOPILOT – Minimum altitude for use: S In T/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ft HAA S During non-precision approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ft BELOW MDA S During APPR ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ft HAA – Autoland is not allowed if: S Airport elevation is above 7000 ft MSL. S Headwind above 25 kt. Crosswind above 15 kt. Tailwind above 10 kt. S Tailwind exists at airports above 3000 ft MSL. S Landing Weight above 218.405 kg. S Downslope is more than 0,8%. – Do not exceed 200 kt IAS in SINGLE LAND or DUAL LAND modes. – Autoland is only authorized for FLAPS 35 and FLAPS 50. FMS PROF MODE Use of PROF mode for descent and/or approach operations is prohibited unless, – The airplane is on path and the FMA indicates THRUST | XXX | PROF, or – The indicated airspeed is below Vmax for the airplane configuration by at least, S 10 knots at indicated altitudes below 10,000 feet, or S 15 knots at indicated altitudes of 10,000 feet or above, or – Basic autoflight modes (e.g., LVL CHG, V/S, or FPA) are used to recapture the path when PROF mode is engaged and the airplane is: S Above or below the path and the FMA indicates PITCH | XXX | IDLE, or S Below the path and the FMA indicates THRUST | XXX | V/S. 3. BANK ANGLE LIMITS Mode Limit TAKE OFF HEADING TRACK 5 to 25 Selectable 15 to 25 AUTO selected, the gain schedule is a function of TAS. NAV 10 to 25 Gain schedule is a function of TAS. LOC GA 15 APR 2011 Condition 30 Localizer capture. 10 Localizer tracking. 10 2.9.5 Page 1 MD-11 FCOM Procedures 4. LIMITATIONS 2.9.5 Flight Guidance NAVIGATION – PROF mode not authorized below the MIN PROF altitude. – IRU Status Codes: Status Code 5. 2.9 Maintenance Message Description 01 IRU FAULT Hard failure, service IRU 02 DELAYED MAINT Soft failure, service IRU 03 ENTER PPOS Enter present position 04 IRU FAULT Hard failure, service IRU 05 EXCESS MOTION Excessive motion during alignment 06 SWITCH ADC ADC invalid 07 CHK C/B Check Circuit Breakers 08 CDU FAULT CDU/ISDU failure 10 SYS BELOW -15_C Wait for warm--up MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS) LIMITATIONS The following equipment is required to be operative to meet MNPS criteria: – MCDU no. 1 + MCDU no. 2 and, additionally, one of the following combinations: S IRS no. 1 + IRS no. 2, or S IRS no. 1 + IRS-AUX + FMC no. 2, or S IRS no. 2 + IRS-AUX + FMC no. 1. 6. REDUCED VERTICAL SEPARATION MINIMUM (RVSM) LIMITATIONS Prior to takeoff the maximum allowable difference between Captain’s or First Officer’s altitude display and field elevation is 75 feet. The equipment required to be operative to meet RVSM criteria is specified below: Equipment Minimum required / Note Air data system Manual switching to the alternate static system is prohibited. Autopilot 1 (ATC Trancponder selection (1/2) must correspond with operative Autopilot) ATC Transponder 1 (Autopilot selection (1/2) must correpond with operative ATC Transponder) Air Data Computer 1 (Autopilot and ATC transponder selection (1/2) must correspond with operative ADC) Note: Before entering RVSM transition airspace, both ADC’s must be operative. 2.9.5 Page 2 FCP Height Keeping ALT HOLD or PROF or V/S (with 000 V/S selected) or FPA (with 0 degrees selected) FCP Level Change ALT capture/HOLD or PROF or V/S or FPA 15 APR 2011 FCOM Procedures 7. MD-11 2.9 LIMITATIONS 2.9.5 Flight Guidance RNAV LIMITATIONS The equipment required to be operative to meet B-RNAV / P-RNAV criteria is specified in the table below: Equipment Minimum required DEU IRS FMC MCDU DME 1 1 1 1 (MCDU nr. 1 or nr. 2) 0 (If at least one GPS serviceable) 1 (If GPS not installed or not operating) 1 2 2 1 0 (If at least one DME is serviceable) 1 (If DME is unserviceable) VOR Receiver EFIS Control Panel ND MAP mode ADC GPS 7.1 B--RNAV If IRS NAV is displayed on the ND FMS NAV Mode annunciator, continued B-RNAV operation is permitted as long as FMS position error is less than 5 nm. The FMS position error must be determined by means of raw data (VOR and DME). B-RNAV criteria are not met if the following message is displayed on the MCDU scratchpad: – A/C POSITION INVALID B-RNAV criteria are only met after completion of the associated procedure and after confirming that the most accurate FMC meets the B-RNAV criteria: – FMC POSITION MISMATCH – VERIFY A/C POSITION 7.2 P--RNAV PRNAV operations must be cancelled with any of the following FMS annunciations: – IRS NAV displayed on the ND FMS NAV Mode annunciator. – A/C POSITION INVALID displayed in the MCDU scratchpad. – FMC POSITION MISMATCH displayed in the MCDU scratchpad. – VERIFY A/C POSITION displayed in the MCDU scratchpad. – UNABLE RNP Level 1 Alert displayed with selected RNP value of 1.00 or greater. – ANP value of 1.01 or greater displayed on FMS POS REF 1/3. 15 APR 2011 2.9.5 Page 3 FCOM Procedures 8. MD-11 2.9 LIMITATIONS 2.9.5 Flight Guidance REQUIRED NAVIGATION PERFORMANCE (RNP) OPERATIONS The FMS has been shown to meet the requirements for terminal operation using RNP 1.0 nm with the following equipment operational at dispatch: 2 FMS, 2 GPS and/or 2 DME’s capable of providing GPS or DME--DME position updating. REQUIRED NAVIGATION PERFORMANCE (RNP) TIME LIMITS TABLE Navigation Capability System Requirement RNP 10 RNP 5 (B--RNAV -- 4) (see note 4) IRU Navigation with automatic GPS position updating. (see Note 1) No RNP time limit if sufficient satellite coverage along route. No RNP time limit if sufficient satellite coverage along route. IRU Navigation Only No automatic updating. 6,2 hours maximum after placing IRU in navigation mode. 2 hours maximum after placing IRU in navigation mode. IRU Navigation with automatic DME/DME position updating. (see Note 2) 5.9 hours maximum after last automatic position update. No RNP time limit if sufficient navaid coverage along route. IRU Navigation with automatic VOR/DME position updating. (see Note 3) 5.7 hours maximum after last automatic position update. No RNP time limit if sufficient navaid coverage along route. NOTE: 1. GPS position updating requires at least one operative GPS along the route or procedure and assumes sufficient satellite coverage (shown by prior analysis). 2. DME/DME updating requires one operative DME and assumes sufficient navaid coverage along the route or procedure. 3. VOR/DME updating requires one operative VOR and one operative DME, both on the same side, and assumes sufficient navaid coverage along the route or procedure. 4. European en route airspace is considered to be a VOR/DME rich environment. Thus it is expected that DME/DME or VOR/DME updating will be available in this airspace continuously. The FMS has been demonstrated for use in approaches requiring 0.3 RNP when using GPS updating mode with either autopilot or flightdirector. Minimum requirement for a GNSS approach is 1 FMS, ! GPS and the absence of “UNABLE RNP” alert. 9. WEATHER LIMITATIONS 9.1 TAKE-OFF WEATHER MINIMA Take-off weather minima as per OM Part A (BOM) and/or OM Part C (ROM). 9.2 LANDING WEATHER MINIMA Landing weather minima as per OM Part A (BOM) and/or OM Part C (ROM). Lowest possible weather minima for autopilot mode annunciations on the PFD: – – – 2.9.5 Page 4 APPR ONLY : CAT I - MANUAL LANDING SINGLE LAND : CAT II DUAL LAND : CAT III B 15 APR 2011 FCOM Procedures 9.3 MD-11 2.9 LIMITATIONS 2.9.5 Flight Guidance LANDING WEATHER MINIMA DUE TO INOPERATIVE AIRCRAFT EQUIPMENT – Weather minima due to system failures which result in reduced aircraft control are covered in the respective QRH procedures and FCOM chapters. – During flight, the equipment requirements for ILS approach minima are: FLIGHT DIRECTOR EQUIPMENT CAT I AUTOLAND CAT I & II CAT III NOTE Autopilot 0 1 2 FCC 1 1 2 ATS 0 1 2 Flight Director 1* 0 0 ILS System 1 2 2 Radio Altimeter 1 1/2 * 2 DEU 1 2 2 DU 2 4 4 AP disconnect button 0 1 1 ATS disconnect button 0/1* 1 1 Air Data Computer 1 1 2 IRU 1 2 3 MCDU 1 1 1 G/S Nose Gear Antenna 1* 2 2 * NOTE 4 Hydraulic Systems 2 2* 3 * NOTE 5 Engines 2 2* 2* * NOTE 6 35/EXT or 50/EXT 35/EXT or 50/EXT Flaps / Slats 35/EXT or 50/EXT * NOTE 1 * NOTE 2 * NOTE 3 NOTE: 1. May be switched to both on 1 or both on 2. 2. One RA required to remain in SINGLE LAND. Two RAs required to engage LAND mode. 3. ATS not required for APPR ONLY. ATS disconnect button on PF side must be serviceable. 4. G/S Nose Gear Antenna required for glideslope reception with nose gear down. 5. Only hydraulic system # 1 or # 2 may be inoperative. 6. Aircraft must be trimmed before AP engagement. If above-mentioned equipment requirements are not met, it is SCD to apply higher landing minima. All system failures which are not dispatch-related and which will automatically result in a NO AUTOLAND alert are not mentioned. The MEL may be more restrictive for the next flight. 15 APR 2011 2.9.5 Page 5 FCOM Procedures – 9.4 MD-11 2.9 LIMITATIONS 2.9.5 Flight Guidance The following equipment may be inoperative without raising the ILS approach minima: Manual landing -- LSAS -- RCWS -- Yaw Damper -- ELF -- FMS Autoland -- ELF provided the Vapp is inserted manually using the ELEV FEEL selector. -- APT provided the aircraft is manually trimmed and tracking the G/S at Vapp before AP engagement. -- FMS provided both MCDUs are operative for ILS tuning. RESTRICTIONS DUE TO GLIDE SLOPE TCH When TCH is affected, lowest weather minima are 250 ft HAT / 1000 m. 10. GROUND PROXIMITY WARNING SYSTEM WITH TERRAIN AWARENESS FEATURES – Navigation must not be predicated upon the use of terrain awareness display. – Pilots are authorized to deviate from their current air traffic control (ATC) clearance to the extent necessary to comply with a GPWS warning. – The GPWS alerting and terrain display functions require barometric altitude referenced to mean sea level (QNH). If altimeter settings referenced to field elevation (QFE) are entered on either the Captain’s or First Officer’s altimeter, then GPWS terrain awareness alerting and display functions must be inhibited by selecting the terrain override switch to OVRD. – In order to avoid unwanted alerts, the terrain awareness alerting and display functions must be inhibited by selecting the terrain override switch to OVRD when landing at an airport not contained in the GPWS airport terrain data base. The GPWS airport terrain data base contains airports which have at least one hard surfaced runway 3,500 feet (1,067 meters) in length, or greater, which have a published instrument approach procedure. – Terrain awareness features must be inhibited by the terrain OVRD switch when the FMS NAV mode is IRS ONLY NAVIGATION (IRS NAV indicated on the ND), and the aircraft is over land. This will eliminate false terrain alarms. –oOo– 2.9.5 Page 6 15 APR 2011 FCOM Procedures 1. MD-11 2.9 LIMITATIONS 2.9.6 Fuel FUEL – Fuel Capacities: (S.G. 3.04 kg/USG or 0.803 kg/ltr.) S S S S Total fuel Main Tanks no. 1 and 3 each Main Tank no. 2 Auxiliary Tank Tail Tank 117.030 kg 18.540 kg 29.240 kg 44.750 kg 5.960 kg 38.500 USG 6.100 USG 9.620 USG 14.720 USG 1.960 USG 145.750 ltr 23.090 ltr 36.420 ltr 55.730 ltr 7420 ltr The outboard compartments of the main tanks have a capacity of approx. 2,700 kg each. The lower auxiliary tank has a capacity of approx. 5,000 kg of fuel. Usable manifold drain fuel: 200 kg. Undumpable fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.600 kg – Fuel Types: S Jet A-1 kerosine, freezing point -47_C/-53_F. S Jet A kerosine, freezing point -40_C/-40_F. – Minimum departure fuel: S Initiation of a take-off with less than 2300 kg in each main tank is not recommended. – Calculated fuel used versus burnoff: S An AML entry has to be made when the difference between actual burnoff (BOFF) and the calculated fuel used (CALC -- indicated departure fuel minus indicated arrival fuel) exceeds 1500 kg. – Maximum lateral unbalance: S Between main tanks 1 and 3: 1,800 kg. – Fuel dump rate: S All pumps on: 2,300 kg/min. – Fuel pump CB: S Resetting of a tripped fuel pump CB is not allowed. 15 APR 2009 2.9.6 Page 1 MD-11 FCOM Procedures – 2.9 LIMITATIONS 2.9.6 Fuel If after refueling the tanks contain a mixture of Jet A and Jet A-1 fuel, the table below can be used to determine the freeze temperature of the fuel in the tanks. Directions : In the table below look up the freezing point for the fuel mixture in each tank. Use the freezing point from the tank with highest freezing point as FREEZE TEMP on the FMS FUEL INIT page. JET A-1 QTY (KG) JET A QTY (KG) 2000 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000 -43 -44 -44 -44 -44 -45 -45 -45 -45 -45 4000 -42 -43 -44 -44 -44 -44 -44 -44 -44 -44 6000 -41 -42 -43 -43 -44 -44 -44 -44 -44 -44 8000 -41 -42 -43 -43 -43 -44 -44 -44 -44 -44 10000 -40 -42 -42 -43 -43 -43 -43 -44 -44 -44 12000 -40 -41 -42 -42 -43 -43 -43 -43 -44 -44 14000 -40 -41 -42 -42 -42 -43 -43 -43 -43 -43 16000 -40 -41 -41 -42 -42 -43 -43 -43 -43 -43 18000 -40 -41 -41 -42 -42 -42 -43 -43 -43 -43 20000 -40 -40 -41 -42 -42 -42 -42 -43 -43 -43 22000 -40 -40 -41 -41 -42 -42 -42 -43 -43 -43 24000 -40 -40 -41 -41 -42 -42 -42 -42 -43 -43 26000 -40 -40 -41 -41 -41 -42 -42 -42 -42 -43 28000 -40 -40 -40 -41 -41 -42 -42 -42 -42 -42 30000 -40 -40 -40 -41 -41 -42 -42 -42 -42 -42 NOTE: This table is based on a weighted average of the maximum freezing points for Jet A and Jet A-1, but 2_C has been added to be conservative and to account for deviations from the weighted average. – Fuel Flow Corrections for operation with off optimum CG. CG FF INCREASE (%) 31.5 0 30 0.5 28 1.0 26 1.5 24 2.0 22 2.6 20 3.3 18 3.9 16 4.5 –oOo– 2.9.6 Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.9 LIMITATIONS 2.9.7 Hydraulics HYDRAULICS – System pressure: Normal range: 2400 - 3500 psi. S SYS PRESS light on: Below 2400 psi and above 3500 psi. – PUMP pressure, no system demand: 2800 - 3200 psi. S PUMP FAULT light on: Pressure below 2400 psi or case drain temperature above 118_C. – Auxiliary Pumps pressure, no system demand: 2400 - 3200 psi. – RMP pressure, no system demand: minimum 2600 psi. NOTE: Pressure depends on pressure of the system driving the RMP. – – Normal indication: S System 1: S System 2: S System 3: Minimum indication: S System 1: – SPL: – Other stations: S System 2: – SPL: – Other stations: S System 3: – SPL: – Other stations: 6,25 USG 6,25 USG 8,5 USG 5,25 USG 4,75 USG 5,25 USG 4,75 USG 7,0 USG 6,5 USG – HYD 3 ELEV OFF alert is displayed if system 3 quantity is below 4,75 USG. – Reservoir temperature: Maximum 100_C. 8 JAN 2007 2.9.7 Page 1 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.7 Hydraulics INTENTIONALLY LEFT BLANK 2.9.7 Page 2 8 JAN 2007 FCOM Procedures 1. MD-11 2.9 LIMITATIONS 2.9.8 Ice & Rain Protection WINDSHIELDS – Windshield defogging should be on for all flight conditions. – Do not operate the windshield wipers at high speed for more than 30 minutes, or on a dry windshield. 8 JAN 2007 2.9.8 Page 1 FCOM Procedures MD-11 2.9 LIMITATIONS 2.9.8 Ice & Rain Protection INTENTIONALLY LEFT BLANK 2.9.8 Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2.9 LIMITATIONS 2.9.9 Power Plants/ APU ENGINES – Operating limits S Advancing thrust to take-off N1 prior to brake release is not allowed if: – wind direction deviates more than 35° from runway heading – crosswind exceeds 25 kt. S Maximum time for the use of take-off thrust is: – All engines : 5 minutes – One engine inoperative: 10 minutes S Maximum N1 : 117.5% S Maximum N2 : 112.5% S Maximum EGT: Condition – 8 JAN 2007 EGT Limit Time Limit Starting 750_C No time limit Starting 750_C - 820_C 820_C - 870_C 40 sec. repetitive starts 40 sec. one start only. Maximum Continuous 925_C No time limit Take-off and Go Around 960_C 5 minutes, or in case of engine failure 10 minutes Oil System S Oil quantity : Minimum before engine start: 14 qts. Maximum after engine start: 20 qts. Maximum oil consumption: 0.5 qts/hr. S Oil pressure : Oil pressure varies with N2 rpm. Minimum after engine has reached idle rpm: 10 psi. Amber band: 10-34 psi. S Oil temperature : Minimum for engine start: -40_C. Normal range: 65_C - 160_C. Maximum for 15 minutes: 160_C - 175_C. Operating limit: 175_C. 2.9.9 Page 1 FCOM Procedures – MD-11 2.9.9 Page 2 2.9.9 Power Plants/ APU S Starter air pressure S Starter engagement rpm : Recommended: 0% N2. Normal: 0 - 20% N2. Maximum: 30% N2. S – LIMITATIONS Engine Starter : Recommended with start valve open: 25-55 psi. Optimum engine start is obtained with pressure 40 psi or above, acceleration time and peak EGT will vary adversely with decreasing pressure. NOTE: – 2.9 Duty cycle Re-engagement of the starter above 30% N2 may result in starter damage. : Maximum continuous operation: 5 minutes. 30 sec cooling required for each one minute period of operation. 10 minute cooling required after two consecutive 5 minute duty cycles prior to each additional 5 minute duty cycle. Inflight start S Engine relight may be attempted at any altitude, but may not be successful above FL 300 or below FL 300 when speed below 250 kt. S Starter assist is required if windmilling N2 is less than 15%. Thrust Reversers S Use of reverse thrust in flight is prohibited. S Use of reverse thrust during push-back or taxi is not permitted, unless deemed necessary under abnormal or emergency conditions. If used in those cases, inspection of the engine and thrust reverser is required. S An AML entry is required if full reverse thrust is used to a full stop. 8 JAN 2007 FCOM Procedures 2. MD-11 2.9 LIMITATIONS 2.9.9 Power Plants/ APU APU – APU Start: S On ground : Unrestricted. S In flight : Start possible up to FL 250. S Starter duty cycle: – Two consecutive start attempts. – 10 minutes off. – Two consecutive start attempts. – 60 minutes off. S After auto shutdown, wait until APU indications disappear from the ENG page before next start attempt. – Fuel consumption: Approx. 200 kg/hr. – APU bleed air may be used on ground only. – APU electrical power: S APU generator rating on ground . . . . . . . . . . . . . . . . . . . . . . . . 110 KVA S APU generator rating in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KVA – N1 values: S No bleed air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROX. 65% S Bleed air supply for 3 packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROX. 95% S Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% – APU oil quantity: S Before start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 qts (SPL: 8 qts) S After start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 qts 8 JAN 2007 2.9.9 Page 3 FCOM Procedures – MD-11 2.9 LIMITATIONS 2.9.9 Power Plants/ APU APU Operating Envelope: AMBIENT TEMPERATURE (_C) –oOo– 2.9.9 Page 4 8 JAN 2007 FCOM Procedures MD-11 2.10 PERFORMANCE DATA 2.10 TOC Table of Contents: 1 NORMAL & ABNORMAL CONFIGURATION REFERENCE SPEEDS (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1 2 NO AUTO BRAKES CALCULATED LANDING DISTANCE . . . . . . . . . . . . page 2 –oOo– 8 JAN 2007 ToC Page 1 FCOM Procedures MD-11 2.10 PERFORMANCE DATA 2.10 TOC INTENTIONALLY LEFT BLANK ToC Page 2 8 JAN 2007 MD-11 FCOM Procedures 1. 2.10 PERFORMANCE DATA 2.10.1 Performance NORMAL & ABNORMAL CONFIGURATION REFERENCE SPEEDS (VREF) LDG WT (1000 KG) NORM CONFIG VREF ABNORMAL CONFIG VREF FLAP/ SLAT FLAP/ SLAT 35/ 50/ 0/ 10/ 15/ 20/ 25/ 28/ 25/ 28/ EXT EXT EXT EXT EXT EXT EXT UP/ RET 15/ EXT RET RET RET 130 140 150 131 131 134 129 129 132 137 142 147 136 138 143 130 135 140 129 133 138 127 132 137 127 131 136 169 175 181 158 165 171 153 159 165 152 158 164 160 170 180 138 142 147 135 139 143 152 157 161 148 152 156 145 149 154 143 147 151 141 146 150 140 145 149 187 193 198 176 181 187 171 176 181 170 175 180 190 200 210 151 155 159 146 150 153 166 170 174 161 165 169 158 162 166 156 160 164 154 158 162 153 157 161 204 210 215 192 197 202 186 191 195 185 189 194 220 230 240 162 165 169 156 160 163 178 182 186 173 177 181 170 170 177 167 171 174 166 169 173 165 169 173 220 225 229 207 212 216 200 205 209 199 204 208 250 260 270 173 176 179 166 169 172 190 194 198 185 188 192 181 185 188 178 182 185 177 180 183 176 179 182 234 239 243 221 225 229 214 218 * * * * 280 290 183 186 175 178 201 205 195 199 191 195 189 192 187 190 186 189 248 252 234 238 * * * * (1,4) (1) (3) (1) (1) (1) (1) (1) (2) (1) (1) (1) NOTES: (1) Vapp is the greater of Vref + 5 or Vref + wind additive (see note 5). (2) Vapp is Vref + 5. DO NOT ADD WIND. (3) Vapp is the greater of Vref + 15 or Vref + wind additive (see note 5). (4) If HYD 2 & 3 failure, Vapp is the greater of Vref + 8 or Vref + wind additive (see note 5). (5) Wind additive is 1/2 of the steady state wind greater than 20 knots or full gust, whichever is greater (max 20 knots). * Exceeds flap placard. 8 JAN 2007 2.10.1 Page 1 FCOM Procedures 2. S S S S S S S S S S * MD-11 2.10 PERFORMANCE DATA 2.10.1 Performance NO AUTO BRAKES CALCULATED LANDING DISTANCE Flaps 35 Landing Weight: 180,000 kg. Standard flight techniques as per Procedures & Techniques. Reverse thrust on three engines. Touchdown point at 600 m. Braking action: GOOD*-MEDIUM*-POOR: Full brakes after nose gear touchdown and maintained until full stop. VAPP: VMIN + 5 kt. Standard temperature. Landing NOT allowed Sea level. Zero slope. NO AUTO BRAKES For determining Calculated Landing Distances only 50% of the maximum available retardation force of the brakes has been taken into account. This is based on studies on the braking effectivity in airline operation. REFERENCE CALCULATED LANDING DISTANCES (m) GOOD MEDIUM POOR 10 kt 1980 2360 2740 5 kt 1910 2260 2630 1830 2170 2510 10 kt 20 kt 30 kt 1690 1550 1410 1990 1810 1630 2290 2070 1850 WEIGHT Per 10,000 kg BELOW 180,000 kg +70 -70 +100 -100 +120 -120 VAPP Per 1 kt ABOVE VMIN + 5 kt +20 +25 +30 CROSSWIND Per 1 kt +10 +10 +10 TEMPERATURE Per 1°C BELOW Std +6 -6 +8 -8 +9 -9 FIELD ELEVATION Per 1,000 ft ABOVE Sea Level +65 +80 +90 SLOPE Per 0.1% +20 -15 +25 -15 +30 -20 REVERSE THRUST No or idle reverse eng 2 No or idle reverse eng 1 or eng 3 No reverse +90 +225 +450 +170 +415 +950 +260 +640 +1650 FLAPS Flaps 50 -100 -130 -160 Braking Action Tailwind component Zero wind Headwind component Corrections (m) for deviating conditions: ABOVE ABOVE DOWN UP Slope –oOo– 2.10.1 Page 2 17 SEP 2007
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